D.6.1. – Materials for the site visits in Graz (AT) and Bolzano (IT)

Transcription

D.6.1. – Materials for the site visits in Graz (AT)
and Bolzano (IT)
Project: Transport Learning
Contract number: IEE/10/274. SI2.589418
Type of report: Deliverable
http://www.transportlearning.net
Report date: 20/11/2012
Status of Deliverable: FINAL
Duration: 32 months
Project coordinator: Veronica Schemien, Technische Universität Dresden (TUD)
Author: Benjamin Auer, Ökoinstitut Südtirol/Alto Adige
Co-Author: Julia Zientek, FGM/AMOR
Quality check by: O’Dolan, Catriona, Edinburgh Napier University
MATERIALS FOR SITE VISITS
Legal disclaimer:
The sole responsibility for the content of this publication lies with the authors. It does not necessarily reflect the
opinion of the European Union. Neither the EACI nor the European Commission are responsible for any use that
may be made of the information contained therein.
Transport Learning is co-funded by the European Union under the Intelligent Energy Europe programme.
D.6.1. – Site visits
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Table of contents
Table of contents................................................................................................................. 4
1.
About the project TRANSPORT LEARNING ............................................................... 5
1.1
The TRANSPORT LEARNING consortium .............................................................. 5
2. Site visit in Graz: Creating a sustainable urban mobility .......................................... 6
2.1
Agenda.................................................................................................................... 6
2.2
Case studies ........................................................................................................... 7
2.2.1
The Mobility Centre in Graz .............................................................................. 8
2.2.2
Shared Space ................................................................................................ 10
2.2.3
The public transport system in Graz ............................................................... 12
2.2.4
The bicycle policy in Graz .............................................................................. 15
2.3
Logistics and information about the site................................................................. 20
2.3.1
Travel information .......................................................................................... 20
2.3.2
Venues and accommodation .......................................................................... 21
2.3.3
Additional information ..................................................................................... 23
3. Site visit in Bolzano ................................................................................................... 26
3.1
Agenda.................................................................................................................. 26
3.2
Case studies ......................................................................................................... 27
3.2.1
Planning and implementing a corporate cycling system ................................. 27
3.2.2
School streets: an effective approach of managing traffic in school areas ...... 34
3.2.3
Guided bicycle tour ........................................................................................ 35
3.3
Logistics and useful information ............................................................................ 38
3.3.1
Travel information .......................................................................................... 38
3.3.2
Venues and accommodation .......................................................................... 40
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1. About the project TRANSPORT LEARNING
TRANSPORT LEARNING – Empowerment of practitioners to achieve energy savings in
urban transport – started in May 2011 and is a 32 month project supported by the European
Commission within the Intelligent Energy Europe programme.
TRANSPORT LEARNING aims to create knowledge and capacity on sustainable transport
policies and measures in municipalities and energy/ management agencies of Europe’s
convergence regions. It further aims to strengthen market activities on sustainable transport
by integrating them into the business portfolio of energy/ management agencies, thereby
supporting regions which are catching up economically.
The project aims to reach a wide audience, creating a large-scale impact and in the longterm safeguarding ongoing training and education on sustainable transport. In order to
achieve this, TRANSPORT LEARNING creates and implements its training and site visits
and exploits its outputs for a long-term impact. It will realise:
 64 2-day training modules on topics mirroring the needs of the trainees in Bulgaria, Spain,
Greece, Hungary, Italy, Poland, Portugal and Romania; to a minimum 650 participants;
 Mini-projects (practical training projects) resulting in a minimum of 170 projects being
successfully carried out;
 Site visits for politicians and decision makers in order to support trainees’ actions and
sustainable transport generally in the convergence regions;
 Integration of training materials into academic and training courses to ensure long-term
impact on students and working professionals;
 Website providing information, news, e-Learning platform, Online Training Resource
Centre and all outputs of the project in 9 European languages.

Through all these measures TRANSPORT LEARNING will substantially contribute to energysavings in transport by creating the required knowledge and capacity to work effectively in
the field of sustainable transport.
1.1 The TRANSPORT LEARNING consortium
Coordinator:
Technische Universität Dresden (DE)
Partners:
Ecoinstitute Alto Adige (IT)
Municipality of Krakow (PL)
Eco-union (ES)
ANEA (IT)
Edinburgh Napier University (UK)
OCCAM Ltd. (PT)
Energiaklub (HU)
ATU (RO)
Energy Agency of Plovdiv (BG)
University of Maribor (SI)
FGM – AMOR (AT)
University of Piraeus, Research Center (EL)
GEA 21 (ES)
University of Žilina (SK)
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2. Site visit in Graz: Creating a sustainable
urban mobility
Over two days, the city of Graz will demonstrate best practise of several aspects of
sustainable urban mobility, such as: speed-limits, speed-controls, Shared Space, the mobility
centre, alternative fuelling of public transport, mobility management for kindergarten and
schools and more, depending on the specific interests of the participants. A proposed
agenda is given below.
2.1 Agenda
Time – Day 1
Programme
9:00 – 9:30 h
Informal meeting of all participants
9:30 – 10:00 h
Welcome and introduction to the site
AMOR
10:00 – 10:30 h
Welcome by the Head of mobility department of
the City of Graz. Press coverage.
City of Graz
10:30 – 11:30 h
Visit to the Mobility Centre
AMOR
11:30 – 11:45 h
Coffee break
11:45 – 13:15 h
Shared Space in Graz – Sonnenfeldplatz
13:15 – 14:30 h
Lunch break
14:30 – 16:00 h
Public transport in Graz (barrier free transport,
information system, PT network, tariff system)
16:00 – 16:15 h
Coffee break
16:15 – 17:00 h
Sum-up of day 1. Questions.
Organisation
AMOR
AMOR
AMOR
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Time - Day 2
Programme
Organisation
9:00 – 10:30 h
Bicycle Policy in Graz
City of Graz
10:30 – 10:45 h
Coffee break
10:45 – 12:30 h
Cycling tour in Graz
12:30 – 13:30 h
Lunch break
13:30 – 14:30 h
Final discussion and sum-up
AMOR
14:30 – 15:00 h
Evaluation
AMOR
AMOR
Stakeholders to be involved in the site visit:
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City of Graz:
o Head of Mobility Office DI Martin Kroißenbrunner
o Cycling Officer Helmut Spinka
Mobility Centre:
o Angelika Prügger
AMOR
o Claus Köllinger
2.2 Case studies
In this chapter, background information on the different topics covered in the site visit are
provided. These are:
 The Mobility Centre
 Shared Space concept in practice
 The public transport system
 The bicycle policy
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2.2.1 The Mobility Centre in Graz
The first Austrian Mobility Centre Mobil Zentral (MZ) was established in Graz in 1997. The
MZ offers information and advice on public transport like tariffs and timetables including
reservation and sale of tickets. In addition, information on other sustainable modes of
transport like bicycle and pedelec rental or car sharing are also available from MZ.
Background & Objectives
The aim of Mobil Zentral is to make travel information, easily available and bring together
services of the various companies and institutions in the region. In doing so, the centre
provides the opportunity of saving money and providing a much better service - i.e. shorter
waiting periods, longer opening hours, more information, additional services and this for the
whole range of mobility options.
Implementation
Apart from free timetables and tariff information, MZ offers:
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information and advice concerning reductions, free fares and special trains or busses
and an independent comparison of tariffs
Information on special offers made by the city, province and the Styrian Traffic
Association (e.g. evening collective taxi, special exhibitions)
Information and advice on using alternative modes to the private car
Sale of tickets and accessories
Planning of trips and excursions with public transport
Professional and effective handling of complaints
General and individual mobility advice e.g. travel information for tourists or
participants of congresses
The mobility centre operates from 7 a.m. to 7 p.m. on weekdays and from 9 a.m. to 1 p.m. on
Saturdays. In the long term this customer - oriented service, in addition to the ecological
benefits, has led to a noticeable increase in ticket sales for PT companies. Moreover, the
work of the mobility centre contributes to reduce costs resulting from car traffic by changing
travel behaviour. These reductions regard infrastructure costs as well as indirect costs
caused by car traffic, such as accidents, noise, emissions.
10 people are now employed by the mobility centre and have received special mobility
consultant training by AMOR. Their training is continuously renewed in order to improve the
service and to integrate new services.
Since 2004 the staff of Mobil Zentral work in an office alongside the Graz public transport
company and have about 200 m2 of office space located at the most important interchange of
the city, which is used by over 100.000 people every day.
Mobil Zentral is equipped with 8 call centre workstations with modern telephone equipment
and 4 personal advisory counters. The number of customers coming directly into the office is
up to 5000 per month and the number of calls is up to 4000 per month. Demand for
information is continually rising and the customers are very satisfied with the service. Mobil
Zentral is run by AMORr by order of the Styrian transport association (Steirischer
Verkehrsverbund) and financed by the city of Graz, the province of Styria and the styrian
transport association. Since 2004 the ÖBB Postbus AG is also a part of the financing body
alongside other transport companies which make their contribution to that. In general, this
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example shows the success story of a mobility centre that is very well accepted by both
customers and financing partners.
th
Figure 1: The 300.000 customer of the Mobility Centre receives a mobility voucher worth 200 EUR.
Further information
Author: Ingrid Briesner, FGM-AMOR
www.mobilzentrale.at
Source
www.eltis.org
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2.2.2 Shared Space
The Shared Space project in Graz was the first such concept to be implemented in an
Austrian city. It was inaugurated in October 2011.
Background & Objectives
Shared Space is an urban road design and planning concept aimed at integrated use of
public spaces by improving traffic-dominated public road space .The underlying philosophy
assumes that the traffic space is over-regulated, as manifested for example, in the
proliferation of traffic signs. Instead of the dominant position of motor traffic, the aim is to
create a balance between traffic as a whole and social life. Shared Space is based on the
idea of mutual understanding and sharing the road space, by bringing kerbs and limiters
down to road level and by operating without traffic lights, signs and lane markings with the
right of way continuing to apply. The aim of these measures is to create intentional
uncertainty, forcing road users to view the road space depending on the specific situation,
among other things by establishing eye-contact with other road users. At the same time, the
existence of motorised and non-motorised traffic is considered as necessary.
This planning model was masterminded by the Dutchman Hans Monderman in the 1990s
and is applied all over the world today. To quote Hans Monderman: “The structure of the
space determines behaviour”. The layout and design of the setting, the traffic space, should
enable the road user to recognise for him-/herself how to behave.
Implementation
The general refurbishment of the place “Sonnenfelsplatz” was an urgent necessity. A
frequency of 15,000 cars per day, 3,400 pedestrians in peak periods and 640 cyclists/hour
used this area.
The planning of the first Shared Space square in Graz was performed by means of an
innovative planning and participation procedure, a “Charrette” - a team-based concentrated,
interdisciplinary planning process with active public participation. A team of planners
consisting of architects, civil engineers and sociologists drew up a harmonised draft plan with
citizens, stakeholders, politicians, transport companies and local authorities. In order to
conduct the process, premises were rented nearby the planning area so that the planning
team was able to work on this project on site. This active, transparent co-operation very
quickly led to a draft plan for redeveloping Sonnenfelsplatz in one week, that met with broad
consensus among citizens and stakeholders. The procedure demonstrated that it is possible
to shorten the draft planning stage considerably and, at the same time, achieve optimum
participation of the public and key stakeholders.
With a public participation process it is not possible to reach all road users. The 'square' must
speak for itself and influence the behaviour of all road users, including also those unfamiliar
with Shared Space. For this innovative planning process “Charrette” the City of Graz and the
planning team was awarded with an ÖGUT prize 2011 for participation and civic society’s
involvement.
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Shared Space and mobility-impaired people
Shared Space can sometimes be problematic, particularly for people with disabilities,
specifically visually impaired people and blind people, because Shared Space is based upon
interaction and eye-contact.
This problem can be remedied with the aid of a tactile guide system and high-contrast
surfaces integrated into the plan. The production of tactile plans available for all visually
impaired people and training with mobile trainers are essential. Special mention should be
made of the extremely positive opinion of visually impaired people regarding the draft.
Wheelchair users, welcomed the new concept, in particular the removal of kerbs, as they
usually have to make lengthy detours to avoid them. All of these interests and needs must be
taken into account from the outset in the integrated planning process.
It is assumed that people respond better to suggestions regarding space than to prohibitions.
By removing the clear-cut division of traffic space, the aim is to give rise to a new sense of
space that takes different aspects of urban planning into account. This will lead to new
possibilities with regard to interaction between people, for example. Not regulating the space
by means of separate traffic areas, ground markings and traffic signs provokes a subjective
uncertainty in the road user, resulting in increased attention and perception and more social
behaviour. Uncertainty leads to slower, appropriate driving speeds and, at the same time, to
improved accident statistics (no serious accidents).The non-car-oriented design of the space
and the greater mix and seating facilities lead to an improvement of spatial and social
qualities and to longer dwell time, which means greater quality of life. The newly created
space offers room for cafés, invites people to stroll, and offers an attractive shopping
environment for the retail trade.
The Shared Space project in Graz was part-financed by the European Union under the
INTERREG IV-C Programme - PIMMS transfer.
Figure 2: Graz Sonnenfelsplatz.
Further information
Author: Heike Falk, City of Graz
www.stadtentwicklung.graz.at/cms/ziel/2858443/DE/
www.pimms-transfer-eu.org/
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2.2.3 The public transport system in Graz
Barrier-free mobility
While all Holding Graz Linien busses already offer barrier-free access, only half the tram fleet
in Graz is equipped with barrier-free carriages. With the purchase of 14 new low-floor
vehicles and the successive acquisition of 31 further trams, Holding Graz Linien will be 100%
barrier-free within the coming years. However, until then “barrier-free-info” on all information
points, financed within the framework of the EU-project Trendsetter by the City of Graz, the
province of Styria and the Grazer Stadtwerke (local public transport operator) represents an
innovative service for wheelchair users, people with a pushchair and older passengers.
Holding Graz Linien, the Graz public transport operator, strives to make public transport even
more attractive. For this reason, passenger information at bus and tram stops and stations
within the municipal area of Graz have been adapted to the needs of people with reduced
mobility. The information display at each tram and bus station display the letter "N" or a
wheelchair symbol respectively, to show if the particular vehicle (tram/bus) is a low-floor
vehicle and accessible in a barrier-free way. This facilitates the planning of the trip, especially
where wheelchair users, people using a walking frame, carrying heavy luggage or
passengers with a pushchair are concerned.
Figure 3: Barrier-free Public Transport in Graz (Source: eltis.org)
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Real-time information
Holding Graz Linien, as an innovative transport operator, uses the computer-assisted
Intermodal Transport Control System (ITCS). Data from ITCS are made available to
customers in order to make public transport more attractive: Real-time passenger information
points at many stops and stations display the real departure times of the next vehicle,
thereby enabling passengers to plan their trip in an optimal way.
Public Transport network
Graz has a very well developed and dense public transport network. There are six regular
tram lines and many bus lines in the city, leading to a network of about 65 km of tram lines
and 250 km of bus lines. In addition, the public transport operator in Graz, Holding Graz
Linien, operates a funicular railway to get to the Schlossberg, one of the major sights in Graz.
Friday nights, Saturdays nights and at the evenings before bank holidays, a special night
service operates in Graz. These night busses are used by young people in particular.
During recent years, the public transport network has been steadily extended. The latest
investment is the south-west expansion to Graz-Don Bosco. In 2013, the
Nahverkehrsdrehscheibe Graz Hauptbahnhof (transport hub Graz main station) will be
opened. The entrance to the main station was revamped, and from 2013 on, trams can drive
into the underground train station. Thus, buses and trams operating in Graz will be better
linked to long-distance trains going to Vienna, Salzburg, Innsbruck and other (inter)national
destinations.
Figure 4: The network of public transport in the city of Graz. Source: Holding Graz Linien
(www.holding-graz.at).
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Figure 5: Rendering of the new public transport hub in Graz. Source: www.kleinezeitung.at.
Integrated tariff system
Innovative ticketing systems allow customers easy and fast access to public transport in
Graz. Public transport tickets are available via mobile phone (handy ticket), at ticket
machines on the trams as well as at a large number of smaller shops, mobility centres and
other sales points.
To make travelling as comfortable as possible, a very smart tariff system is used.
Passengers who travel occasionally can choose from tickets for 1 hour or for 24 hours. The
direction of travel does not matter and changes from one vehicle to another are permitted.
For those who want to use public transport regularly, for example for their commute to work,
monthly and yearly passes / tickets are available. A public transport pass which is valid for
one year costs 365 EU (1 EUR a day). Reduced fares are offered to students, senior
citizens, people with reduced mobility as well as people with low income. So called
Sozialtickets (Social tickets) target people with an income far below average.
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2.2.4 The bicycle policy in Graz
Bicycle parking and theft prediction
The construction of bicycle parking facilities improves conditions for cycling. High quality
parking facilities are characterised by the following criteria:
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Ability to lock bicycle to stand
Parking space
Securing a stable stand
Accessibility
Barrier-free access
Shelter
Lighting and visibility
Cleaning and maintenance
Consideration of special vehicles
Service facilities
The City of Graz has constructed a series of new bicycle parking facilities during recent
years. Continuous monitoring and evaluation (for instance by counting the number of
bicycles at bike racks) has been implemented by the City of Graz. In this way, decisions
about the location and the number of new bicycle racks are made.
Figure 6: Temporary bicycle parking facilities in Graz (Source: ARGUS Steiermark)
Figure 7: Good and worst practise examples for bike parking facilities (Source: www.bicy.it)
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Bicycle network and signposting
In Graz, 13 main bicycle routes have been defined, connecting the regional capital directly
and efficiently with the surrounding municipalities. This has enabled the definition of a greater
bike path network that is comparable to highways for cyclists.
Background & objectives
Due to mounting problems caused by individual motorised traffic, the province of Styria
consciously decided in 2007/2008 to focus on bike traffic. In addition to marketing and
improving the image of cycling, cycle training for children and a survey to determine the
satisfaction of cyclists were implemented with the aim of improving the cycling infrastructure
step by step. 13 main bike routes have been defined and new and innovative signposting of
these routes allows cyclists to navigate without a map along a network designed to integrate
routes for work, leisure and shopping as well as providing an optimal connection between
the city centre, suburbs and the surroundings.
Implementation
In 2003 the planning of 13 new main bicycle routes was carried out by a group consisting of
the State of Styria, the City of Graz, the working group for environmentally friendly urban
traffic (ARGUS), surrounding municipalities of Graz and Austrian Mobility Research. Criteria
for a later selection of the main routes were defined in a workshop. These are:
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Prioritisation
Freedom at intersections
Avoidance of mixed traffic
Barrier-free
Lack of conflict points
Safety
High demand potential and utilisation frequency
Quickest connection between two points.
Furthermore the routes should:
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Serve both everyday bicycle traffic, like work, school, leisure and shopping traffic, as
well as tourist bicycle traffic
Fulfil the function of being a connection between the city centre, suburbs and
surrounding municipalities
Be recognisable throughout, without a city map (guidance system)
Be easily accessible, which requires good road conditions, prevention of detours and
compliance with a series of technical criteria
If at all possible, to have the same course in both directions
While defining the main routes, attention was paid to choose routes along already existing
infrastructure, so that it could be used by the cyclists immediately and wouldn’t depend on
the success of new construction projects.
The main routes have priority where maintenance is concerned, are cleared quickly from
snow and ice during the winter months and are optimised gradually. To draw the attention of
the public to these routes and to increase the visible presence of bicycle traffic in the City of
Graz and the neighbouring surroundings, a new and concise guidance system was
developed together with ARGUS. The installation of the new guidance system along the 13
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main bicycle routes started in October 2008. In addition, these new main bicycle routes will
be included in the new edition of the bicycle map from Graz that will be published in April
2009.
Conclusions
By upgrading the new main bicycle routes the bike is further promoted as an alternative to
the personal car. Moreover, it is a signal that bikers are not simply tolerated but strongly
desired in Graz.
Further information
Author: Günther Illek, FGM-AMOR
www.eltis.org
Figure 8: Main bicycle routes in Graz (Source: FGM-AMOR)
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Bicycle map
A bicycle map displays the main bicycle routes as well as other bike lanes in Graz. The
bicycle map is disseminated by the City of Graz, e.g. every new household moving to Graz
receives one map.
Figure 9: Bicycle map, Graz – inner city (Source: FGM-AMOR)
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Cycling tour
Starting point: Graz Mariahilferplatz
Stops at:
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Sigmundstadl – Rebikel (innovative bike shop)
Keplerbrücke: Mobile bicycle parking facilities
Bicycle (socio-economic bike shop)
Hauptbrücke (crossing the river)
Augartensteg (cycling in parks)
End point: FGM-AMOR
Figure 10: Mobility campaign in Graz – Postcard (Source: graz.radln.net)
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2.3 Logistics and information about the site
All participants will be given detailed information and useful materials on the venues and the
city before and during their visit.
2.3.1 Travel information
By train
Graz can be conveniently reached by train (ÖBB - Austrian Rail). The connection Vienna Graz is served hourly. You can easily reach our office from the main train station by taking
the trams with the numbers 3, 6, or 14. Get off the tram at the stop "Jakominiplatz".
Timetable of ÖBB (Austrian Rail): www.oebb.at
By airplane
There are numerous international flight connections to Graz Thalerhof airport every day. The
airport is located about 10 km outside the city centre. Shuttle buses bring you from Graz
Airport to Graz Jakominiplatz. The journey takes approximately 30 minutes.
To get to the city centre (Graz main station or Jakominiplatz):

Taxis: Outside the terminal – at the arrival area

Public bus: Busses from Graz Airport to Graz Jakominiplatz (Central Transfer Point).
The bus stop is outside the passenger terminal, right next to the arrival area. The
price for a one-way trip is EUR 1,90.

Train: Trains from Graz Airport to Graz main station. The train station is 300 m away
from the airport. The price for a one-way trip is EUR 1,90.
Timetable of trains and busses:
http://www.flughafen-graz.at/home/an_abreise_uebersicht/fahrplan1.php
By car
Graz can be reached by car by taking the A9 motorway from Salzburg or Slovenia, or the A2
motorway from Vienna or Carinthia. The most convenient way to continue your journey would
be to park your car at one of the Park&Ride stops (Webling - motorway loop or Eastern train
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station "Ostbahnhof"), take public transport to the city centre and get off at the stop
"Jakominiplatz."
For more information about the Public Transport in Graz please visit
http://www.verbundlinie.at/lang/en/
2.3.2 Venues and accommodation
Start of the Site Visit: Conference rooms of FGM-AMOR
The site visits start and end at the conference room of FGM-AMOR.
FGM - Forschungsgesellschaft Mobilität
AMOR - Austrian Mobility Research
Schönaugasse 8a
8010 GRAZ
Phone: +43 / (0)316 / 810451 – 76
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Hotel recommendation
AMEDIA HOTEL GRAZ****
Conrad-von-Hötzendorf-Strasse 60
A-8010 Graz
Tel.: +43 (0) 316 24555 0
Fax: +43 (0) 316 24555 900
eMail: [email protected]
http://www.amediahotels.com/cms/index.php?article_id=27&clang=0
How to get to the hotel
FGM-AMOR
AMEDIA HOTEL GRAZ
The hotel is located approximately 900 metres from FGM-AMOR, nearby Graz Fair (Messe
Graz). You can either walk or take the tram no. 4 or 5. The tram station in front of the hotel is
called “Jakominigürtel/Messe”. By tram you will reach the Jakominiplatz in 5 minutes
(Direction: Andritz)
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2.3.3 Additional information
Public Transport – Tickets
We recommend buying a “Graz 3-Day Ticket” for the public transport in Graz. The ticket
gives you three days of travel from the time of validation on all public transport in Graz
(fare zone 101). Fare zone 101 includes:
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all city public transport with single- and double-digit route numbers (busses, tram)

S5 suburban railway line
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regional buses 630/631 as far as Graz Airport
The ticket costs EUR 10,90 per person. We will arrange the
sale of the tickets for you. If you wish to buy a ticket, please
give us this information (see participant list). We will hand out
the tickets to you at the beginning of the conference.
Rental bike
If you wish to explore the city by bike, please visit www.grazbike.at
Figure 11: Source: www.kleinezeitung.at
What to do in spare time
With around 255.000 inhabitants, Graz is the second largest city in Austria (after Vienna) and
the capital of the Province of Styria. Graz is located at the intersection of west and south-east
Europe, about 60 km from the Slovenian border. 4 universities and 40.000 students are
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located in Graz. This year, the city was awarded UNESCO City of Design. In 2003, Graz was
the European Capital of Culture.
The most popular sights / places of interest in Graz which you should not miss:
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Armoury (32.000 historical arms and military equipment)
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Botanical Gardens (special because of its "extra-terrestrial" architecture)
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Burg/Double Spiral Staircase (traces on the residence of the Habsburgs in Graz)
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Cathedral (Emperor Frederick III erected the church together with his new residence
in Graz)
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Clock Tower / Schlossberg (medieval tower, castle on the hill)
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Hauptplatz (centre of public life)
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Kunsthaus Graz (spectacular architecture, hosting exhibitions of contemporary art)
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Mausoleum (resting place of an emperor)
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Murinsel (island in the river Mur)
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Schloss Eggenberg (palace is used for cultural events)
Murinsel
The Murinsel (German, literally Mur island) in Graz, Austria, is actually not an island at all,
but an artificial floating platform in the middle of the Mur river. This landmark of Graz was
designed by New York artist Vito Acconci on the occasion of Graz becoming the 2003
European Capital of Culture.
The building in the form of a giant sea shell measures 50m in length and 20m in width. Two
footbridges connect it with both banks of the Mur. The centre of the platform forms an
amphitheatre. Below a twisted round dome there is a café and a playground. The Murinsel is
built for a maximum number of 350 visitors.
Kunsthaus Graz
The Kunsthaus Graz, Grazer Kunsthaus, or Graz Art Museum was built as part of the
European Capital of Culture celebrations in 2003 and has since become an architectural
landmark in Graz, Austria. Its exhibition program specialises in contemporary art of the last
four decades.
Architecture, design, new media, internet, art, film, and photography are united under one
roof. Kunsthaus Graz was developed as an institution to stage international exhibitions of
multidisciplinary, modern and contemporary art from the 1960s to the present day. It doesn't
collect, maintains no permanent exhibitions, has no permanent depot at its disposal and no
research establishments. Its exclusive purpose is to present and procure contemporary art
productions. Kunsthaus Graz implements an innovative concept, which offers various
possibilities in its galleries to fulfil the high curatorial requirements of contemporary
exhibitions.
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For more information about Graz visit http://www.graztourismus.at
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3. Site visit in Bolzano
Bolzano is an internationally known beacon for its Corporate Cycling system, which was
developed and implemented to quickly increase the modal share of cyclists. This, together
with all the policies adopted, will be the focus of the site visit.
3.1 Agenda
Time
Programme
Stakeholders
9:00 – 9:30 h
Welcome and introduction to the site
Ökoinstitut
9:30 – 10:45 h
Welcome by city councillor / head of mobility
office. Presentation on cycling policy. Press
coverage
Ökoinstitut,
Municipality
10:45 – 11:00 h
Coffee break
11:00 – 12:30 h
Session on Corporate Cycling (presentation &
workshop with Helios)
12:30 – 13:30 h
Lunch break
13:30 – 14:00 h
Case study: School streets
Ökoinstitut,
Municipality
14:00 – 16:30 h
Guided cycling tour of Bolzano
Ökoinstitut,
(Municipality)
16:30 – 17:30 h
Final discussion and sum-up
Ökoinstitut,
(Municipality)
Ökoinstitut, Helios
External stakeholders to be involved on the site visit:



Municipality of Bolzano: Councillor Judith Kofler Peintner; Head of Mobility Office Ivan
Moroder; Cycling officer Brunella Franchini
Helios (sustainable communication): Günther Innerebner
Urban police of Bolzano: Lieutenant Nives Fedel
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3.2 Case studies
In this chapter, background information on the different topics covered on the site visit are
provided.
3.2.1 Planning and implementing a corporate cycling system
In 2001, the Municipality of Bolzano constructed a Masterplan aimed at designing a coherent
cycling network on the basis of the mobility demand of its citizens. During the planning
process, the existing infrastructure was combined with a new one in a structured way.
Figure 12: Traffic flows in the city of Bolzano were analysed in a detailed study before the network of
cycle lanes was planned (Source: Apollis, 2010).
The hierarchical structure of the coherent bike network in Bolzano consists of three
elements, the so called “principal axis”, “secondary axis” and “streets with mixed traffic”.
The 8 principal axes connect the most important points of economic, residential and tourist
attractions within the city in the most direct and fast way. They cross the whole city and
connect several extra urban bike lanes and suburban areas. The quality standards are higher
than those of other bike lanes: they are generally larger and have better safety provisions at
junctions. Moreover, signage along the main axes enables easier orientation inside the bike
network.
Figure 13: The principal axes are cycling lanes characterised by high quality standards. They are
fast and direct routes with minimum interference with traffic or pedestrians, making use of dedicated
bridges for example. Intersections with motorised traffic are designed in a way that makes them as
safe as possible by ensuring high visibility.
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The secondary axes connect one or more principal axes. They are usually not as long as
the primary axes and connect built-up areas, sports centres, recreational areas, parks etc. to
the principal axes. Secondary axes also connect two or more primary bike lanes (crossconnections).
In most residential areas 30 km/h zones have been established, effectively allowing mixed
traffic and a diffuse cycle network.
When developing a cycling network, the planning of parking areas for bicycles is essential:
high quality parking areas lead more people to buy bicycles and consequently they promote
bike mobility.
A “Bicycle Parking Plan” for Bolzano was developed, analysing where and how many bicycle
parking areas were required, carrying out feasibility studies and setting out the kind of
parking area as well as the relevant quality standards. For instance, it is important that
bicycles can be locked at the frame and do not run the risk of being damaged by the design
of the structure. Also being sheltered from rain is important, as well as being illuminated and
visible to prevent theft.
Figure 14: Bicycle parking differs in aspect and quality. Careful
decisions need to be taken in order to provide the right incentive for
cycling.
Information and communication
Information and communication help make citizens aware of the advantages of cycling. The
target is to inform them about the existing bike mobility offer as well as the bike services,
which helps create a bicycle friendly atmosphere. Information and communication can be a
political and marketing strategy for improving the image of a city.
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In Bolzano, a bike mobility map was designed and printed after the new infrastructure had
been built. The structure of the map was simple and easy to read.
Figure 15: Bike map Bolzano (front)
Figure 16: Bike map of Bolzano (back)
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Vertical sign posts were developed to improve orientation for those who are not familiar with
a place.
Figure 17: Signage for cyclists in Bolzano.
Infopoints were located in strategic places and offer a detailed plan of the surroundings,
connections to other bike lanes or the accessibility to the places generating most traffic.
Infopoints can also be looked at as a “marketing tool” because they draw the attention of
passers-by, car drivers and cyclists to cycling mobility.
Figure 18: Bicycle rental system and infopoints in Bolzano.
Marketing: The Corporate Identity
The first step for a successful and effective marketing campaign is the development of a
Corporate Identity (CI). The CI must be unique, sensational and represent the product, in this
case bike mobility. The logo, as a kind of self-explaining symbol, should be placed on all
cycling relevant elements in the city (sign posts, infopoints, posters, advertising, internet,
etc.). Like any other product, bike mobility also obtains an identity through the logo and the
whole CI. The design plays an important role. Every information- and marketing element has
to take into account both aesthetical aspects and appeal. The bicycle has to be positively
perceived and get a positive image. For example, the logo should communicate:





Easy identification of “bicycle” or “bike mobility”
Easy recognition
The idea of “speed”
An emotional attachment
Site-specific aspects (colours, shortcuts, etc.)
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In addition to the logo, a signature which is easy to remember should be developed. Writing
as well as colours must be consistent with the logo. Under the signature, there should be a
reference to the bike mobility of each city and everybody should be able to immediately
identify what the signature tries to communicate.
Figure 19: The logo and signature of the Corporate Identity of Bolzano’s cycling system.
The Brand (logo + signature) should help create a unique product from bike mobility in a city.
This product must be easily recognisable among the other means of transport, and this
should happen on an emotional level.
Wallpapers and big prints
Like any other product, bike mobility should use one of the most “classical” advertising
media, the placard.
Placards can be hung in the whole city area and at a relatively low cost, if compared with the
great number of target groups reached. As a matter of course, placards must be designed
considering the corporate identity, the logo, the signature, the colours, etc. of the bike
mobility to be represented on the placard. Again: the aesthetical aspect and the design
communicated through the placard are of fundamental importance to improve the image of
bike mobility. Placards can also be hung on public transport, for instance on buses or trams.
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Another possibility consists of production of so called “big prints”. Big prints are more
expensive than “standard” placards. But the promotional effect is higher. Big prints can be
installed on big house-walls or used as encasement for big construction works.
Some examples from Bolzano:
Figure 20: Promotion print products in Bolzano.
The bike barometer
Bolzano was one of the first cities in Europe where a “bike
barometer” was installed. This tool can be considered as
an instrument to raise awareness and to sensitise all
cyclists in Bolzano. The barometer uses a specific sensor
and counts all bikes in both directions along one of the
most used bike paths. The display shows the total daily
number of bikes as well as the total number of transits
since the installation of the barometer. The bike barometer
was a big success in Bolzano and in less than one year
one million cyclists was reached. On that occasion, a big
event involving politicians, the press, sponsors, etc. was
organised.
Figure 21: The bicycle barometer in Bolzano.
Postcards and giveaways
Postcards and giveaways were distributed in pubs, bars or restaurants, at events or
whenever delegations from other cities visited the cycling system in Bolzano.
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Cinema spots and videos
Another method for the promotion of cycling was the production of different cinema spots.
The cinema spots in Bolzano are oriented to different target groups and topics, e.g. young
people, safety, etc. New channels, like short videos on Youtube could also be a future way to
draw attention to cycling mobility.
Measures for specific target groups
General marketing activities are certainly meaningful,
but it might be beneficial to integrate these with
marketing activities aimed at specific target groups.
Target groups can be commuters, employees,
students, parents or tourists. In this case creativity is
of fundamental importance and site-specific measures
can be developed.
Figure 22: Postcard promoting the cycle to work campaign.
With regards to employees and commuters, marketing events like the project “Cycle to work”
can be very useful. Moreover it is possible to develop and promote other feasible multimodal
solutions, like P&R systems in combination with bike rental services, specific price offers for
commuters, ticketing policies, parking services etc.
The effect of the cycling strategy in Bolzano
The implementation of the cycling strategy brought about fundamental improvements for
cyclists and led to a strong increase in trips being carried out by bike. The average modal
share of cycling rose from 17,5% in 2002 to 29% in 2009.
It needs to be noted that this increase has not led to a significant change in the number of
accidents involving cyclists (see figure below).
250
238 236
221
200
178
197 195
220
150
Number of
accidents
Incidenti
involving cyclists
100
50
0
2004
2006
2008
2010
Figure 23: Number of accidents involving cyclists in Bolzano from 2004 to 2010.
Source: Municipality of Bolzano.
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3.2.2 School streets: an effective approach of managing traffic
in school areas
School streets were introduced at primary schools for the first time in Bolzano in 1989. They
consist of temporarily blocking traffic along streets usually very busy due to the presence of
parents picking up their children from school. With the introduction of school streets kids
safety is guaranteed, together with their transport autonomy and a relief on urban traffic.
School streets are already an institution, that has proven to last, since they are part of a
wider plan consisting of street education of both the environment and mobility.
Background & objectives
One of the peculiarities of the Italian Street Code, in article nr. 7, is that it
allows the road owner the disposal to block their streets, when required.
In 1989, in order to tackle motorised traffic at the entrance of school
areas, the first ordnance was born that stated the first transit prohibition
of 30 minutes in 6 city streets. From the block were excluded categories
like bicycles, public transport vehicles, taxis, residents,
teachers and sellers. Since the traffic was still extensive, in
2002 it was decided to shorten the closure time to 15
minutes but instead widen the restriction so that only
bikes, disabled means of transport and residents were
permitted transit in those areas.
Figure 24: Images from the school streets in Bolzano. Source: Municipality of Bolzano.
Since then a various number of initiatives supported this innovative idea:
 experiments on new blocked streets, then approved
 in 2006 the number of school streets increased to 10
 schools started asking for extensions and adjustments on scheduled closure time of
school streets
 speed limit of 30 km/h extended to school streets
 regulations of street closure in a customised way (e.g. only in one direction)
 children taking part in designing and creating their personal symbols on school street
signs
Nevertheless school streets would not be so effective without the joint effort of urban police
and grandfather vigilantes: the first with information campaigns and road education lessons
in classrooms and the latter taking care of pedestrian crossings around schools (operating
the opening and closing of school streets), aiding children to practise what they have learned
at school about mobility, and generating a sense of trust with parents to allow their children
to go to schools by themselves.
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Implementation
The municipality of Bolzano in collaboration with the urban police and “grandfather” vigilantes
adopted a strategy based on a series of steps in order to motivate children to get into the
habit of travelling to school in a safe and autonomous way. In fact, while at the beginning of
primary school correct pedestrian behavior is taught, before the beginning of secondary
school, children create and draw their trips to school and learn how to use bikes and respect
cycle signs. Every 2 years statistics on mobility modal split of children on their daily home to
schools trips are published. Data from 2008 showed that, in Bolzano, 80% of pupils in
primary schools go to school by public transport, on foot or by bike.
Conclusions
In spite of 20 years since its introduction, school streets are still flexible to adjustments on
scheduled times, number of schools and special requests of communities involved. This is
the biggest sign of continuity and participation on the initiative of the urban police and the
local municipality in order to promote low impact and an autonomous mode of transport for
children.
3.2.3 Guided bicycle tour
In order to illustrate the topics of the site visit to the participants, a guided bicycle tour will be
carried out. In this chapter, the route and some of the main points along it are described.
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Route map
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Useful information for the stops along the route
Improvement of the situation (1, 2)
In order to increase the safety of all road users and at the same
time ensure that road traffic can flow, all over the city specific
measures have been carried out: e.g. insertion of artificial
curves, adding of speed reduction ramps, redesign of
crossroads, etc.
Cycle paths for leisure (3)
Some of the cycle paths in Bolzano run through green areas in
proximity of the rivers. In particular, the yellow route forms part
of the regional cycle path network and is heavily used by
leisure cyclists travelling longer distances.
Bicycle roundabout (4)
In the city of Bolzano, like in other parts of Europe, an
increasing number of roundabouts for cars have been realised.
This type of junction can be challenging for cyclists. To provide
road safety and convenience, the first “bicycle roundabout” was
realised in the southern district of Bolzano.
Bicycle bridges (5)
Two rivers (Talfer and Eisack) run through the city: to cross the
rivers bridges are necessary. These traffic infrastructures often
cause problems for bicycles as they are relatively small and
don’t provide enough space for realising bike lanes. In order to
reduce conflicts with motorised traffic and guarantee the
shortest routes for cyclists, new bridges have been built or old
ones revitalised. Examples are the disused yellow railway
bridge which gave the name to the yellow bike lane or the
modern designed bridges in front of the Museum of Modern Art.
Bicycle counter (6)
Within the VIANOVA project a bicycle counter was set up along
a highly frequented bicycle lane nearby the city centre. This
counter does not only show the total number of bicycles
passing by since May 2006, but also the daily number of bikes
in each direction.
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Info points and guidance system
Along the bicycle paths and near the most important junctions
some so called “Info Points” have been installed. These include
information about the entire cycling infrastructure and all bike
lanes of Bolzano, a detailed road map of the actual location
and a separate site for news, marketing, etc. Furthermore a
special system of road signs to guide bikes was implemented.
The main bike lanes have different colours, like underground
lines, and thus facilitate the orientation. All those measures
have a corporate design and a unique logo implemented to
motivate the cyclists and make them aware about a sustainable
and clean urban transport.
Bicycle rental system (7)
The rental service is located near the railway station. Bicycles
can be hired at a low cost. The municipality is currently working
on a new bicycle rental system.
3.3 Logistics and useful information
All participants will be given detailed information and useful materials on the venues and the
city before and during their visit.
3.3.1Travel information
Rail
Several direct EuroCity trains a day connect Bolzano to
Innsbruck and Munich, as well as Verona and Bologna.
Milan and Venice are easily reached with a change of trains
in Verona. Please check the websites of www.bahn.com,
www.oebb.at, www.fsitaliane.it to find all travel options,
timetables and prices. Train tickets can be quite cheap if
booked in advance (e.g. 29 € Munich-Bolzano, 19 €
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Bologna-Bolzano). In particular, www.bahn.com offers very competitive through tickets from
many places in Europe.
Regional train services around Bolzano are frequent and generally reliable.
Air
If you choose to arrive by aeroplane, you will have to take a train from the city centre of the
flight destination to Bolzano.
The nearest airports with a reasonable number of flights are, in order of convenience:
-
-
-
Verona: frequent bus link to the train station, then regional or fast trains to Bolzano,
takes between 2 and 3 hours (www.fsitaliane.it)
Bologna: frequent bus link to the train station, then two-hourly regional trains to
Bolzano, some fast trains, takes between 3 and 4 hours (www.fsitaliane.it)
Munich: S-Bahn services to Hauptbahnhof or Ostbahnhof, then Eurocity trains
(www.bahn.com) to Bolzano (two-hourly between 7:30 and 15:30), later only with
change of trains in Innsbruck. Takes approximately 5 - 6 hours
Milano Malpensa: Express train services to Central Station, then frequent trains to
Verona, change to Bolzano there. Takes between 5 and 6 hours (www.fsitaliane.it)
Milano Linate & Bergamo: Bus to Milan Central Station, then frequent trains to
Verona, change to Bolzano there. Takes between 5 and 6 hours (www.fsitaliane.it)
Venice & Treviso: Bus to Mestre railway station, then frequent trains to Verona,
change to Bolzano there. Takes between 4 and 6 hours (www.fsitaliane.it)
Bolzano has a very tiny airport served by a few daily flights on 30-seaters to and from
Rome (in code-sharing with Alitalia www.alitalia.com)
Car
Exits Bolzano Nord and Bolzano Sud on the A22 motorway. Free parking is hard if not
impossible to find in Bolzano. A possible solution might be leaving the car outside town and
enter the city centre by bus / train / bike.
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Airport location map
Figure 25: Location of airports most useful for travelling to Bolzano
3.3.2 Venues and accommodation
The city centre of Bolzano is very compact. All venues and places of interest can be easily
reached walking. All participants will receive detailed information on the venues and on
moving around in the city before coming to Bolzano.
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Figure 26: Map of the city centre area.
List of Hotels in Bolzano
A. Hotel Alpi
Via Alto Adige, 35
39100 Bolzano
Single Room 88 €, Double Room 120 € (incl. breakfast)
Reservations: Tel. +39 0471 970 535 or [email protected]
www.hotelalpi.info
B. Stadt Hotel Città
Piazza Walter, 21
39100 Bolzano
Reservations: 39 0 1 9 5 221 or [email protected]
www.hotelcitta.info
C. Hotel Luna Mondschein
Via Piave, 15
39100 Bolzano
Single Room 93 €, Double Room from 133 € (incl. breakfast)
Reservations: +39 0 1 9 5 2 or [email protected]
www.hotel-luna.it
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D. Hotel Stiegl
Via Brennero, 11
39100 Bolzano
Single Room from 8 €, Double Room from 105 € (incl. breakfast)
Reservations: +39 0471 97 62 22 or [email protected]
www.scalahot.com
E. Hotel cappello di ferro
Via dei Bottai, 21
39100 Bolzano
Reservations: +39 0471 978 397 or [email protected]
www.cappellodiferro.com
F. Parkhotel Laurin
Via Laurin 4
39100 Bolzano
Single Room 98 €, Double Room from 1 2 €
Reservations: +39 0471 311000 or [email protected]
www.laurin.it
G. Youthhostel (high standard)
Via Renon 23
39100 Bolzano
Single Room 2 €; 2 € if staying for more than one night (incl. breakfast)
Reservations: +39 0471 300 865 or [email protected]
H. Feichter
Via dei Grappoli, 15
39100 Bolzano
Reservations: +39 0471 97 87 68 or [email protected]
www.hotelfeichter.it
J. Figl
Piazza del Grano 9
39100 Bolzano
Single Room 90 €, Double Room 125 € (breakfast not included. Cost: 4-12 € p.p.)
Reservations: +39 0471 978412 or [email protected]
www.figl.net
Ö. Ökoinstitut Südtirol / Alto Adige
Via Talvera 2
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Train station
Town center
Ö
E
C
G
C
Figure 27: Map of Hotels in the city centre of Bolzano.
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D.6.1. – Materials for the site visits in Graz (AT) and Bolzano (IT)

Transcription

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