A5 Oblong Urban Practice Guide - Final

Knowledge and Research
Agenda on Sustainable
Urban Mobility
Urban Practice Guide
the dos and donts of sustainable

urban mobility policy in a peer-topeer practitioners approach
European Metropolitan network Institute
Contents
Introduction 5
Map of included Cities 6
Urban Practice City (fact)sheets

Urban Space & Scale
BRATISLAVA
HAMBURG HAFENCITY
HRADEC KRLOV
POZNAN
RETHYMON
THE HAGUE
Regulation & Pricing

LONDON
OSLO
STOCKHOLM
Londons congestion scheme 20

Innovative overall plan financing roads and public transport 22
Congestion charging 24
Lifestyle & Behaviour

COPENHAGEN
PORTO
SEVILLA
Cycling: from niche to mainstream 26

Portos Mobility Shop 28
Establishing a major increase in urban cycling 30
A planning strategy for city development 8

The ideal conditions for a start-up concept of sustainable mobility 10
Modernising public transport 12
Investment in public transport & cycling 14
Paving the way for walking & cycling 16
The Hagues Policy on walking 18
Urban Practice Guide Urban Mobility
VILNIUS
WORCESTER
Innovative Ways to Promote and Improve Cycling 32

Campaign Choose How You Move 34
ITS & Technology

BUCHAREST
SOFIA
UTRECHT
VIENNA
Governance
HANNOVER
ZRICH
Region Hannover and the Pro Klima Plan: an institutional example 44

Zurichs all-encompassing mobility strategy 46
(with RATB) the travel card a solution for your time 36

Sustainable public transport services 38
(with ProRail) Pilot on innovative bicycle parking 40
the AnachB.at routing planner 42
Executive summary 49
Introduction Urban Practice Guide

The European Metropolitan network Institute (EMI) is an
institute created both for and by cities. It was set up to
create innovative knowledge about the opportunities and
challenges facing Europes cities and metropolitan areas.
EMI is a network institute actively supporting the sharing
of knowledge between urban professionals, research
institutes, civil society, network organisations, private
companies and EU institutions. In this way EMI aims to
bridge the gap between research and practice. For more
information about EMI, please visit our website www.eminetwork.eu
The European Metropolitan network Institute (EMI) has
developed a Knowledge and Research Agenda (KRA)on
sustainable urban mobility, aiming to identify the
knowledge gaps in both research and urban practice in
their efforts towards more sustainable urban mobility.
One of the products of this project is this Urban Practice
Guide;presenting several examples of measures that have
been taken by European cities. Most important in these
cases is not whether the project is or was a great success,
but what kind of lessons learned can be shared with
practitioners of other European cities that are interested in
applying similar measures to or implementing comparable
projects in their cities. These cities have been explicitly
asked in what way research would help them in their

efforts towards sustainable urban mobility.
Many initiatives in the EU are oriented towards best
practices in urban mobility (and other policies). In
policy on the European scale, the first series of initiatives
regarding sustainable urban mobility in the 1990s were
based on a best practice approach1, and this trend
continues. The very first action listed in the Action Plan on
Urban Mobility2 emphasises the exchange of best practices,
and so do EU financed initiatives such as Civitas3, ELTIS4
and Mobilityplans.eu.5
However, there is much criticism on this focus on
Best Practices. Stead (2011)6, for example, observes
1 http://ec.europa.eu/transport/urban/urban_mobility/urban_mobility_
en.htm
2 COM(2009) 490 final ; Action 1 Accelerating the take-up of
sustainable urban mobility plans offers support through provid[ing]
guidance material, promot[ing] best practice exchange, identify[ing]
benchmarks and support[ing] educational activities for urban
mobility professionals.
3 http://www.Civitas.eu
4 http://www.eltis.org
5 http://www.mobilityplans.eu
6 Stead, D. (2011). Best Practices and Policy Transfer in Spatial
Planning, in Planning, Practice & Research, pp. 1-17
Topographic Overview Urban Practice Guide

Cities included in
EMIs Urban Practice Guide:
Bratislava, Slovakia
Bucharest, Romania
Copenhagen, Denmark
Hamburg, Germany
Hannover, Germany
Hradec Krlov, Czech Republic
London, United Kingdom
Oslo, Norway
Porto, Portugal
Poznan, Poland
Rethymnon, Greece
Sevilla, Spain
Sofia, Bulgaria
Stockholm, Sweden
The Hague, The Netherlands
Utrecht, The Netherlands
Vienna, Austria
Vilnius, Lithuania
Worcestershire, United Kingdom
Zrich, Switzerland
Source: Google maps
a profligacy of best practice and states that the

underlying assumption of best practices is that they
are equally applicable and effective in another setting,
and dissemination of best practice will help to lead to
improvements in policy and practice in other countries,
regions or cities. Due to large differences between
countries and cities in the European Union, especially
between new and old Member States, Stead concludes
that best practices have a more limited role in policymaking processes than is generally expected.
As said, a lot of effort has been put into the dissemination
of research results and successful policy and projects. It
has, however, proven very difficult to transfer policy from
one city to the other, even though cities are coping with
many similar challenges. Although numerous new mobility
optimisation measures are available, their practical
implementation still takes too long.7 Therefore, one of the
conclusions of EMIs KRA on Sustainable Urban Mobility is
that the issue of transferability of policy practice should
be critically reviewed, and research should be dedicated
to the issue of how successful policy transfer could be
established.
Therefore, the approach of EMI in developing this Urban
Practice Guide is slightly different. Instead of focusing
merely on the fact whether a policy practice is a good
practice, best practice or showcase, we have asked
7
urban practitioners in cities throughout Europe to provide

some basic information regarding a certain policy process,
project or measure and share with their peers their dos
and donts. EMI also specifically asked cities about their
research needs. These cases are classified in the five
themes of the Knowledge and Research Agenda; Urban
Space & Scale, Regulation & Pricing, Lifestyle & Behaviour,
ITS & Technology and Governance.
Even though quite a number of cities were hesitant to
share their experiences because they thought their project
might not be qualified as a best practice, in this guide you
will find 20 examples of policy, projects or measures taken
in cities across Europe working towards more sustainable
urban mobility. Some are well-known practices from large
capital cities, others are less renowned or have been
carried out in smaller cities.
The cases in this Urban Practice Guide serve as an
inspiration and as a first insight into the experiences from
expert urban professionals in cities across Europe. The
contact details of the practitioners involved are provided so
that practitioners are able to contact each other directly. In
this way city practitioners can contact each other in their
effort towards creating a more sustainable urban mobility
system.
The European Metropolitan network Institute would like to
thank all cities for sharing their experiences with us in this
booklet.
COM(2008) 887 final
Bratislava
City: Bratislava
Country: Slovakia
Total population: 659,578 (2009, metropolitan area)
Planning strategy for city development

Key words: agglomeration development, service-oriented
planning, international cross-border
The city first need to secure budget, funds and public

procurement procedures before it can look at more
technical solutions.
What?
Master transport plan
The city of Bratislava needed a strategy for planning

development in which specific attention was needed on the
following issues:
1 Mobility in the agglomeration
2 Accessibility in time
3 Sustainability in space
4 Environment friendly
5 Energy savings
Therefore, smart traffic and transport conditions had to be
fulfilled which should be service-oriented for the people.
For the strategy of space and agglomeration development

and the transport as a service within these strategy the
city of Bratislava is developing a master transport plan to
define:
The priority of the people within the city
The methodology for the transport space & service
needs
The methodology for each kind of transport mode
The tolls for smart real time application of traffic and
transport information root
How?
Resources
In the planning phase an assessment of the agglomeration

development was carried out. In the process of progress
and qualification the spatial planning was more mobility
and service oriented, from a transport point of view. The
present state of traffic conditions in the city was compared
with the strategy to be a smart city.
After this assessment the city specifically looked at
administrative steps more than technical solutions.
City budget and support from EU funds
Research
To find new ways for survey methodology oriented to the
traffic/transport services
To create a new tool for analysis of the area, evaluation
processes for mobility and modal split
Urban Space & Scale

To define and test the variety of the traffic/transport
scenarios for development criteria of the sustainable
way of life in agglomerations.
Dos + Donts
Tibor Schlosser, Head Traffic Engineer, City of Bratislava
schlosser@bratislava.sk
Do +
For spatial planning: be service-oriented and mobilityoriented.
Do evaluate the agglomeration development and
compare this with your smart and sustainable strategy
Do look at the legislative and technical conditions in EU
standards and methodology
Do look for cross-border cooperation (e.g. CENTROPE
area)
Dont
Do not only look at technical questions. Traffic
organization and management is mostly blocked by
non-professional administration tools
Do not forget the service orientation and specific
attention for the citizens.
Do not degrade the public and non-motorized transport
services
Read more on: www.bratislava.sk
Hamburg Hafencity
City: Hamburg
Country: Germany
Total population: 1,796,077 (2011)
Ideal conditions for start-up concept of

sustainable mobility
Key words: planned new downtown development, public
transport, walking, cycling, car use
Commuters included, this is even 49%

Cf Berlin + Munich 27 %
Cf Copenhagen which has set the goal that in 2015 50%
commute by bike (31% nowadays)
What?
HafenCity is a newly developed downtown area
expanding the city core of Hamburg, Germany, by 40 %. It
is located in the former harbour area with its basins and
canals at the river Elbe (157 ha). It is conceived as fine
grained mixture of uses (residential, offices, retail, cultural,
education, university) providing a home for 12.000 people,
jobs for 45.000 and a hundred thousand of visitors per
day (at the end of development). The HafenCity project
is developing a completely new flood control system,
new infrastructure and (except 6 buildings) a complete
new system of hundreds of new buildings. This allows to
integrate the concept of sustainable mobility. Historically,
the modal share of car use in Hamburg is greater than in
other major German cities
Infrastructural measures
The following measures are taken in HafenCity to influence
the modal split of public transport, cycling and walking
compared to private car use:
Provision of a very dense and attractive network of
walkways along streets, between buildings and at the
waterfront in a mixed used environment.
Provision of an attractive system of cycling
infrastructure (together with walkways 30 kilometers)
Provision of a dense network of rental locations for city
bikes ("Stadt-Rad" rental bike stations)
Provision of a high quality public transport system into
HafenCity(subway U4) to be opened in autumn 2012 with
a high degree of integration into central traffic nodes
(especially central station)
Creation of an energy efficient bus route system (partly
operated on fuel-cells and supported by a hydrogen fuelcell station in HafenCity
Hamburg and the car: facts

The research institute Infas GmbH calculated that:
44% of Hamburg workers go by private car to their work
(modal split: 47 % car use)
10
Urban Space & Scale

No above ground parking facilities for cars but parking
spaces below buildings as part of the system for flood
protection raising the level of HafenCity to 8 m above sea
level
Developing a system for electrical loading stations
(indoor) in private and public parking areas
Research
What would really help us is more research on:

Behavioural aspects of mobility:
How can people in a newly developed environment be
influenced to make use of low energy mobility?
What prohibits people from using the system at present
or possibly in the long run?
Dos + Donts
Mr Bruns-Berentelg, Chairman HafenCity Hamburg GmbH,
city development company, bruns-berentelg@hafencity.com
structure (density, mixture of uses, commercial and noncommercial interaction structure).

Build very early integrated urban spaces where people
(employees, residents, visitors) can experience how the
city works for them and thus they can learn how to
adapt also to the mobility capacity of the space without
intensive use of cars.
Make it easy to use low energy mobility and produce
efforts to use the car (shifting the balance (especially
timewise, no free parking at street level).
Develop a program that changes mobility choices at turnaround situations (e.g. opening of subway) as a strategic
campaign.
Give privilege (e.g. via public tendering processes of
building sites) to housing concepts in land sales processes
that induce elements of reduced car use (e.g. car pools
etc.) or efficient mobility (e.g. e-mobility).
Dont
Do +
Do not prioritise sustainable mobility in terms of the ex

perimental, technical solutions but look for the long term
structural ones that allow different technical solutions
within the urban system for (hopefully) many decades.
Develop a structural urban environment (uses and

spaces) that facilitates short necessary mobility
distances and low energy mobility. Get the city structure
and uses right in the first place and then look for the
technical solutions.
Build the core infrastructure (e.g. subway) early in the
development process because that again influences city
Read more on:

http://www.hafencity.com/
11
Hradec krlov
Modernising public transport
Key words: strategic planning, public transport, walking
routes, disabled inhabitants
Two zones: one zone (close to railway) for urban and

regional transport, second zone for long-distance and
international bus services
Capacity terminal: 32,000 passengers per day
Strategic City Development Plan

Hradec Krlov is situated at a crossroad of road and rail
transport in the Czech Republic. It is the administrative
centre of the Kralovehradecky Region and is a starting point
for regional bus services. The area of transport is one of the
eight areas that are part of the Strategic City Development
Plan. The Action Plan follows the objectives of the Strategic
Plan and processes a four-year period. Among others, the
following projects from the key area of transport have been
processed in 2007-2011:
Public Transportation Terminal
Renewal public transport: low-floor vehicles
Barrier-free surroundings
Public Transport Terminal

Built from 2006-2008
Innovative building: roof shape compared to the roof of
Munich Olympic Stadium
12
Low-floor vehicles in public transport

Renewal public transport fleet, from 2006:

Exclusively low-floor vehicles
Both buses and trolley buses
Keen on new technologies that help handicapped people
in buses
Full low floor fleet in 2011
Policy for persons reduced mobility

The intention of the city of Hradec Krlov is to create
barrier-free surroundings for persons with reduced mobility
on major routes. Therefore, the city:
Modified existing barrier crossings for pedestrians
Reconstructed and replaced inadequate crossings
Created walking routes to important places
Urban Space & Scale

City: Hradec Krlov
Country: Czech Republic
Total population: 94,318 (2011)
Dos + Donts
Resources
Jana Svobodova, Development Strategies Manager, Depart

ment of city development, Jana.Svobodova@mmhk.cz
The construction of the new terminal has been partly

financed from EU structural funds (62 m CZK) of a total cost
of the construction of 140 m CZK.
The fleet renewal has been financed from city budget,
state fleet renewal support programme and EU operational
Programme.
Do +
Link the train and bus station by public transport into
one public transportation terminal
Do interconnect information systems of departure of
trains, bus lines and other public transport routes
Do create the barrier-free routes together with
modifications of the public buildings in terms of building
new barrier-free entrances
Research
One of the European Common Indicators was used
for the project: the A3 Mobility and local passenger
transportation indicator. Further a satisfaction survey was
exploited by a contractor.
Dont
We insufficiently resolved the cycling infrastructure,
there is insufficient capacity for secure parking of bikes
at the train and bus station
Do not underestimate the technical demandingness of
the realisation of the bus station construction, leading to
significant project delays and cost increases
Some policies can be discriminatory for handicapped
passengers
13
Poznan
Investment in public transport + cycling
Key words: long-term strategy, public transport, cycling
infrastructure, traffic calming zones
Working on setting up the Agglomeration

Communication Association in which Poznan and all
surrounding municipalities would have common public
transport policy, incl. an agglomeration ticket
Construction of an ITS system, incl. the creation of an
urban electronic card which will expand the current
system with new functionalities
What?
The city of Poznan created a Development Strategy for
the main objectives of transport development to 2030. The
strategic programme Sustainable Transport Development
contains the most important objectives to be achieved
in the facilitation of mobility around the city and its
agglomeration.
Cycling infrastructure
A network of bicycle paths is developed incrementally last
years. Currently 92 km of bike paths. Plans for the coming
years:
To increase the network annually by 10km of new tracks
Increase the number of parking spaces for bicycles
Traffic calming zones (less than 30 km p/h) in the city
centre to increase safety cyclists
Plans to develop an on-street bike rental system with
seven stations for 120 docking points and 80 bikes.
Priority: public transport

The main emphasis in the city is placed on popularisation
and facilitating the use of public transport. The main
(planned) measures:
Ongoing infrastructure investments in development
tram routes, including tramline extension of Poznans
Fast Tram (PST) to the West Railway Station
Facilitating the transfer from the regional railway to the
city tram
Reconstruction of one of the most important transport
nodes (for trams, buses, cars): Rondo Kaponiera
A new tram route in the southern part of the city
Resources/Research
EU funds, own resources, PPP projects
Support from local universities in development strategic and
planning documents (e.g. Development Strategy City of Poznan
to 2030)
14
Urban Space & Scale

City: Poznan
Country: Poland
Dos + Donts
Ryszard Grobelny, Mayor of Poznan, Waldemar_Burian@
um.poznan.pl
Do +
Set a development strategy for the city and its
surrounding municipalities
Develop a joint approach to public transport and
improvements in the agglomeration area
Improve public transport information: make it easy to
find and understand
Step-by-step implementation of a cycling infrastructure
Try to make projects in public private partnerships
(e.g. car parks in the city centre, Park & Ride)
Dont
Do not make strategic and investment decision by your
own, but take into consideration citizens point of view
during public consultation
In PPP projects do not put the entire risks on the private
part, try to divide all project risk between both sides
Read more on: http://www.poznan.pl
15
Rethymon
City: Rethymnon, Crete

Country: Greece
Paving the way for walking + cycling
Concrete proposals after research
Key words: urban values, restructure land use, walking,

cycling, public transport, reduced car use
Complete pedestrianisation of the old city

Create a tram line through city centre
Transform parts of the modern centre into a traffic calm
area
Change two way coastal road in one way road to gain
space for walking + cycling
Extend cycling network
Create pedestrian paths
Remove through traffic from residential areas.
What?
In Rethymnon (Greece) a re-invention of urban values is
behind the urban and transport planning policies recreating
public space. Specific lanes will be dedicated to public
transport and a new tram line will be created. There is also
specific attention for citizen awareness to reduce car use.
Goals?
Further research
Research of the National Technical University of Athens

(NTUA) for Rethymnon was aimed to detect urban values
hidden behind the excessive occupation of public space
from the car in everyday life. After the research the
following goals were formulated
restructure land use model to enhance sustainable
mobility means
reduce car use
improve environmental parameters in city
increase citizen awareness social environment of the
city
implement policies making walking, cycling and public
transport more pleasant and convenient.
Citizen mentality and behaviour. There are still many

questions about readiness to accept mobility changes
foreseen by the project.
Relationship between city and satellite settlements in
the periphery
Obtain better knowledge about actual mobility choices
Concrete proposals after research

Complete pedestrianisation of the old city
Create a tram line through city centre
Transform parts of the modern centre into a traffic calm
area
16
Urban Space & Scale

Dos + Donts
Change two way coastal road in one way road to gain

space for walking + cycling
Extend cycling network
Create pedestrian paths
Remove through traffic from residential areas
Professor Thanos Vlastos, Transport Urban planner,

National Technical University of Athens, vlastos@survey.
ntua.gr
Do +
Further research
Give priority to urban planning. Transport planning

follows and aims to serve urban values
Create more space for walking. This is a prerequisite for
a liveable city
Reallocate public road space from car use to public
transport
Systematically remove traffic from residential areas
Create a fair place for cyclists and pedestrians in every
street
Citizen mentality and behaviour. There are still many

questions about readiness to accept mobility changes
foreseen by the project.
Relationship between city and satellite settlements in
the periphery
Obtain better knowledge about actual mobility choices
Resources
Research on Planning Methodologies to foster Sustainable
Mobility in Greece The cases of Rethymno Crete and
Halandri - Athens,funded by the Greek Ministry of
Transport.
Dont
Dont focus on short term policies alone. Aim at long
term strategies.
Dont try to improve traffic flow conditions. Its vain.
Focus on public space.
Do not consider traffic flow characteristics as definite.
Do not hesitate to declare that the ultimate goal is to
reduce the number of cars and to liberate public space
for cyclists and pedestrians
Do not forget that transport planning includes cycling +
walking
Read more:
Vlastos, Th., Thorson, Ole, Walking as a pillar in the
Sustainable Mobility Planning Proceedings of the 21st
International Walk21 Conference Getting Communities
Back on their Feet coorganised by ITF/OECD and COST
E.C. program. The Hague 17-19/11/10 http://www.walk21.
com/conferences/conference_papers.asp?Conference=The
Hague p.31
17
The Hague
Policy on walking
Traffic calming and continued development of 30km/h
zones in residential zones help to create more safety for
pedestrians in their neighbourhoods. Special attention is
given towards school areas and routes to school; pupils
and teachers are involved through interactive sessions
The vicinity of attractive green areas adds greatly
to peoples quality of life. Smart urban design and
planning can help to increase access to parks and green
areas. Close to the Central Station, car traffic is led
into a tunnel, leaving space for pedestrians (and other
sustainable modes) and extended green areas in the
centre of The Hague
Key words: walking, policy, attractive city centres
Goal
30% of journeys within The Hague are made by foot, for
journeys less than 1km, this is even 65%. The City of
The Hague aspires to further encourage walking as a
sustainable transport mode
The Hagues policy on walking

Walking (and walkability) is one of the priorities of the
Local Transport Plan of the city. Policy focuses on four
main subjects within walking:
Safety for pedestrians in residential areas
Improved accessibility for pedestrians to nodes of
public transport
Priority to pedestrians in the central parts of the city
Accessible and available green areas
Research questions
How can a municipality make better use of software or
measures to change its citizens mobility behaviour?
How can these measures be monitored? Is urban
practice elsewhere transferrable?
What are the effects of these measures on the long
term? How can they be preserved?
Some examples:
Since 2010, the city centre is closed for transit traffic.
Nowadays pedestrians are the dominant factor for
designing public spaces in the inner city. This leads
to the creation of an attractive urban space and has
revitalised the economic position of the inner city.
18
Urban Space & Scale

City: The Hague
Country: The Netherlands
Total population: approx. 500.000
Dos + Donts
less attractive to walk in those areas

Dont design urban space for the sake of the design;
let it be functional and in coordination with the users/
residents
Toine Molenschot, Senior Policy Officer Traffic & Transport,

City of The Hague, toine.molenschot@denhaag.nl
Do
Hardware + software: urban authorities should, besides
adopting policy on the infrastructural hard measures,
focus on the mobility behaviour of citizens, such as
trying to change citizens attitudes towards walking
Integration of Urban Spatial Planning and Local
Transport Plan creates opportunities for a walkable city
(Urban) Design of public spaces and pedestrian routes
and areas is key for a safe and liveable environment
Involve the general public with incentives and
campaigns for active awareness raising: games,
competitions, healthcare are better approaches than
static campaigns with flyers and booklets
Read more on:

http://www.denhaag.nl/en/residents/to/Spui-now-carfree-1.
htm
Dont
Dont have different policies conflict with each other; try
to integrate different fields of policy making
Dont let cyclists and pedestrians share the same space
in crowded areas: conflicts will arise and it will become
19
London
Congestion scheme
Results
Key words: congestion charging scheme, road pricing
Net revenue of the scheme to be invested in Londons

transport system: 148 million in financial year
2009/2010
Congestion levels dropped in the first years, but have by
now risen back to pre-charging levels, although traffic
volume remains 20% less than 2002. This is due to road
replacement works reducing the road capacity and other
traffic management measures.
Increased bus services and number of bus passengers
Although not an initial reason for implementation, there
have been modest beneficial impacts to emissions of key
road traffic pollutants (TfL Sixth Annual Report Impact
and Monitoring)
Goals
To reduce congestion and improve the transport system of
London
Characteristics of the London

Congestion Charging Scheme:
Introduced (after extensive preparation) in 2003
Mon-Fri between 07.00-18.00
Automatic Number Plate Recognition (ANPR)
Regular fee for a vehicle travelling in the Congestion
Charge Zone (CCZ ) is 10, alternative fuel vehicles and
bicycles are exempt from charge
Drivers may pay the charge online, by SMS, by phone or
in shops
An automated payment system(CC Autopay) has been
introduced in 2011, offering a reduced daily charge of 9
for pre-registered vehicles.
By law, all net revenue raised by the charge has to be
invested in improving transport in London
Research
The development and operation of the scheme benefitted
from an extensive programme of monitoring and related
research by TfL to help ensure that the main features of
the scheme were optimised to achieve the intended goals
and to the particular characteristics of central Londons
transport and economy.
20

City: London
Country: United Kingdom
Total population: 7,900,500 (Greater London, 2011)
The Dos + Donts
Dont
Steve Kearns, TfL-Transport for London, stevekearns@tfl.

gov.uk
Dont wait until there is a clear majority in favour

before implementation - this may never happen. Public
opinion increased in favour of the scheme following the
implementation
Dont forget about the areas just outside the charged
area, for these will be subject to changed traffic patterns
Dont think congestion charging kills small businesses.
Trades people, suppliers etc. can benefit from enhanced
traffic conditions
Do
A strong political figurehead is needed to promote the
project, as there will be intense political opposition
Communicate as widely and early as possible, using as
many different media as possible.
Make sure there are adequate public transport
alternatives
Make clear that revenue generated is used to improve
transport, generally public transport. This is usually a
popular message
Introduce a project incrementally; it is better to enlarge
a scheme following successful implication in a smaller
area.
Read more on:

http://www.tfl.gov.uk/roadusers/congestioncharging/
City contacts: cccorrespondence@tfl.gov.uk; www. data.
london.gov.uk)
21
OSLO
Innovative overall plan financing roads and public transport
Further, significant funds were made available for public
transport. The main goal of the proposal was to implement
a list of projects in a certain order.
Key words: Toll roads, financing scheme public transport,

long-term infrastructure plans
What?
Indicators
Oslo Package 3 is an overall plan for development and

financing of roads and public transport in Oslo and
Akershus for the period 2008-2027. The main objectives
of Oslo Package 3 are good accessibility for all road user
groups, large modal share of public transport, pedestrians
and cyclists and reduction of environmental problems and
contribution to good urban quality of life.
In order to assess the achievement of objectives, goals are

operationalised through indicators. Indicators have clear
and precise definitions to ensure the results can be verified.
Examples of indicators:
Number of km of cycle tracks
Number of cyclists (change from 2000)
User satisfaction public transport
Persons exposed to dust (PM10) exceeding the national
target
Perceived quality of life in city and village
How?
The initial project (Oslo Package 1) was completed in 1990:
the Festning Tunnel and the toll ring scheme. A number of
new roads and tunnels have since been completed. With
Oslo Package 2 the development of the public transport
infrasdtructure has been accelerated. Oslo Package 3 is an
initiative from local politicians from Oslo and Akershus in
2006. Funding was secured through a parliamentary vote
in 2008 and a steering group and support organisation was
established in 2009. The local proposal of Oslo Package
3 is as follows: 20 years of cordon tolls, no periodic
subscriptions and a new cordon toll west of the city.
Resources
The overall budget of Oslo Package 3 is 8,5 billion and is
financed from toll charges (app. 75%), central and local
government funding. In addition significant investment
and upgrades of railway infrastructure in the region are
financed by the central government. At least 25% of the toll
charges is used to buy in public transport services. Thus,
toll is the main financing source of local infrastructure.
22

City + region: Oslo + Akershus
Country: Norway
Dos + Donts
Dont
Mr Arne Hvamstad, Agency for urban environment, City of

Oslo,
Do not work on your own, but search for close

cooperation with central and local government,
transport agencies etc.
O3-projects builders/developers are Norwegian Public
Roads, Public Transit Production and Agency for Urban
environment in Oslo all working in their own fields
Do not underestimate the financial consequences of
reductions in car traffic
Dos
O3-work is led by an inclusive steering committee and
in 2010 a cross-party reference was established that
discusses long-term priorities
Daily coordination is handled by an administrative group
composed of representatives
Toll charges are financing a couple of projects such
as tunnels, a large local road project, metro line,
operational costs of public transport and measures for
public transport, cyclists and traffic safety
Read more on:

http://www.vegvesen.no/Vegprosjekter/oslopakke3/
City Contacts: Henrik.berg@oslopakke3.no
23
Stockholm
Congestion charging
Results/Monitoring
Key words: congestion charging scheme
The Stockholm City Traffic Administration, in cooperation

with the Swedish Transport Administration, is responsible
for the evaluation of the impacts of the congestion tax.
The congestion tax proves to be an effective demand
management tool within Stockholms traffic system.
On average, there are 20% less passages in or out the
inner city (2005-2010)
Journey times are on average shorter than before
the implementation of the congestion tax (with the
exception of orbital roads)
Emissions of CO2 from motor vehicles in the inner city
are estimated to have fallen by between 10-14%
Travel by public transport across the congestion tax
cordon has increased continuously
Goals
To reduce congestion and improve the environment in the
city of Stockholm
Characteristics of the Stockholm

Congestion Charging Scheme:
After a 7 month trial period (and a referendum) in 2006,
the congestion tax (on weekdays) for the central parts of
the City of Stockholm was implemented in August 2007.
Depending on the time of entry, the tax amounts 10 to
20 SEK per entry (approx. 1-2 EUR), with a daily maximum
of 60 SEK (6).
Vehicles passing the control points are identified through
automatic number plate recognition (ANPR). Buses and
green cars are exempt of payment. The revenues of the
congestion tax will be used for public transit and new road
constructions in and around Stockholm, for example partly
financing a new by-pass road (Frbifart Stockholm).
Effects
Five years after the implementation of the Stockholm
Congestion Tax there is still no increase in traffic in or out
of the zone during charging time, despite the fact that
the population of Stockholm grew with 100,000 (and the
population of Stockholm Region with 200,000).
24

City: Stockholm
Country: Sweden
Total population: approx. 865,000 (2011), larger urban region 2,000,000+
Dos + Donts
Dont
Gunnar Sderholm, director of the Department

Environment and Health Administration, City of
Stockholm, gunnar.soderholm@stockholm.se
Do not be led or discouraged by low expectations of

citizens. Many people did not believe the system would
work but were astonished by the effects (in average 22%
less passages in or out the inner city)
Do not give room for rumours. Let people form their
opinion on the basis of factual information. All different
aspects of the effects of the congestion charge have been
monitored and evaluated
Do not present the system as a new way of taxing. By
explaining clearly the reasons of the system; a better
environment and less congestion you can create more
support. Emphasise that all revenues return to the region
Do not present the system as a fait accompli; the citizens
of Stockholm could vote for the continuation of the
scheme after a trial period
Do
Make sure the system works technically well, so that
people trust it. In Stockholm, there have been very few
erroneous registrations despite the large volume (350,000
per day)
Provide clear and abundant information, so that
people know what they have to do. The national road
administration did a great job in doing so
Show the people the benefits; less stressful traffic, less
noise and shorter travelling times both by car and public
transport
Read more on:

http://international.stockholm.se/Stockholm-by-theme/Asustainable-city/
25
Copenhagen
Cycling: from niche to mainstream
Key words: normalization, prioritization, innovation, travel
time, comfort and safety, social-economic benefits
Average travelling speed is 16 kph for cyclists and 27 kph

for cars
What?
Goal 2015: Copenhagen as eco-metropolis
Cyclists in Copenhagen travel an impressive total of 1.2

million kilometers by bike every day. The city is one of the
frontrunners in cycling policy. What are the reasons behind
this, what are their long-term goals and how did research
help the City of Copenhagen?
In 2008 the local politicians unanimously decided to work

towards making Copenhagen a cleaner, healthier and
more environmentally friendly city with 4 main objectives
to be achieved by 2015. One of these objectives is that
Copenhagen will become the worlds best city for cyclists.
The goal is that a minimum of 50% of Copenhageners cycle
to their place of work or education. If this goal is reached
it is estimated that Copenhagen will be able to save an
additional 80,000 tons of CO2 per year. More cyclists is not
perceived as a goal in itself but as a means to create a more
liveable city.
Facts and figures

Copenhagerners cycle because it is the fastest and
easiest way to get around
93% of cyclists in Copenhagen noted to be satisfied or
very satisfied with Copenhagen as a cycling city in 2010
(cf 85% in 2008)
When a person chooses to cycle this is a clear gain for
society of 1.22 DKK per cycled km, cf a net loss of 0.69
DKK per km driven by car.
There is a total of 350 km of cycle tracks and 40 km of
green cycle routes in Copenhagen
37% of everyone working or studying in Copenhagen
cycles every day
How? (prioritization and innovation)

Creating a coherent network that ensures a high level of
quality for space, intersections and maintenance so that
many cyclists can travel securely and comfortably at the
tempo that suits each individual.
A network for commuters in suburbs/outside city with
smooth, even road surface (free from leaves, ice, snow),
26
Lifestyle and behaviour

City: Copenhagen
Country: Denmark
Total population: 1,931,467 (2012, metropolitan area)
standard visual design, quick safe cycle crossings and
a green wave for cyclists through closely spaced traffic
lights.
Think about the whole trip from A to B and eliminate

missing links such as unsafe intersections or lack of
cycle tracks
Create space and flow on the most busy streets,
including shortcuts such as bridges and speed
improvements such as cycling against traffic in one way
streets
Research
What would really help in the further development of
Copenhagen as cycling city is research on:
1. Safety in numbers
2. Better knowledge on the various target groups when
working with behaviour change
3. Innovative infrastructure (of the future)
Dont
Dont forget that there besides infrastructure also should
be focus on behaviour change
Dont forget to focus on both safety and perception of
safety
Dont be afraid to make difficult decisions that might be
politically controversial
Dos + Donts
Ms Anja Larsen, Technical and Environmental
Administration Department of Traffic: Cycle programme,
anja.larsen@tmf.kk.dk
Read more on:

http://www.kk.dk/CityOfCyclists.aspx
Do +
Think of the bike as a mode of transport with the same
priority as cars and public transport the bike should be
able to compete with other modes of transport when it
comes to travel time
27
Porto
Mobility Shop
Results
Key words: modal shift, behavioural change, citizen-centred

approach, mobility shop
After changing the exterior design of the mobility shop,

creating much better visibility and awareness of the
existence of the shop, the average number of visitors per
month increased from 185 people to well over 1300.
Furthermore, the city of Porto expects the following results:
A 15% increase in Public Transport ticket sales
A 5% reduction in private car use
increased satisfaction with public transport services
Goals
Changing the travel behaviour of residents of Porto by
providing them with -personalised- information about all
transport modes available in the city.
Approach
Portos second mobility shop has opened in 2010 in the
Asprela quarter, characterized by a concentration of
universities, research centres and hospitals. Every day,
around 500.000 people enter this area that is suffering from
heavy congestion. The Mobility Shop, in front of the largest
hospital, provides information and advice about the various
modes of public transport one can use to and from the
area, as well as services such as car pooling. The Mobility
Shop is also proposing mobility measures and promoting
agreements with local institutions. In addition, a bike rental
scheme is being planned.
Resources
The Porto Mobility Shop has been partially (50%) cofinanced by the European Commission through the
Civitas Elan project (www.civitas.eu)
28

City: Porto
Country: Portugal
Total population: 240.000, larger urban/metropolitan area 1.000.000+
Dos + Donts
Ms. Brbara So Martinho, City of Porto, Mobility and
Transport Planning Department, barbaramartinho@cmporto.pt
Do
Make sure to provide information about all means of
public transportation available in the city (public and
private bus operators, subway, train, tram, etc.)
Provide information about schedules, stops, itineraries,
tariffs of all means of transportation.
Take into account mobility management services
(advices regarding the best way/mode of transport to
use, depending on the place of origin and destination
Create visibility by a good exterior design
Read more on:
http://www.lojadamobilidade.com/en.php (English site
online soon)
Dont / Points to improve

To have a ticket vending machine at the Mobility Shop
Operational hours should be stretched to Mon-Sat 7.3019.30, instead of the current Mon-Fri 9-18
Cooperation in management of the mobility shop
between City Hall (municipal authorities) and local
transport organisations
City contacts:
loja.mobilidade@cm-porto.pt
29
Sevilla
Establishing a major increase in urban cycling
Results
Key words: modal shift, behavioural change, university,

infrastructural measures
Strong increase urban cycling: 2006 less than 1 % of

modal share, in 2009 6,6 %.
Bikes have become popular (30% uses them once a week
or more).
The cycling infrastructure is enduring: when it is
constructed it is difficult to remove (physical+political)
What?
In the short period of time between 2006 and 2009 urban
cycling increased in Sevilla by a factor of ten. Specifically,
people linked to the university reached a larger modal share
of cycling.
Weaknesses
How?
Sevilla only bike-friendly city in region, even in

conurbation urban cycling participation in modal split is
less than 1%.
Not yet a clear political consensus
Some conflicts with pedestrians have arisen
The Municipality of Sevilla created more than 120

km of bike paths throughout the city. The bike paths
are forming a network of uniform (green pavement,
2,5 metres) and bidirectional path, segregated from
motorized traffic
University people are taking advantage of a system of
closed bike-parking areas with around 2,000 places.
The creation of a number of bike-sharing systems such
as Sevici (290 stations, 2900 public bikes), bus+bici (172
bikes) and SIBUS system (400 bikes, owned by University)
Support from institutions (City Council, University,
Metropolitan Transport Authority)
Resources
The Municipality created more than 120 kilometres of safe
bike paths throughout the city with a budget of 32 million
euros.
30

City: Sevilla
Country: Spain
Total population: 703.206 (2009)
Dos + Donts
Do not design your cycling paths thinking about presentday cyclists only.
Ricardo Marqus, Universidad de Sevilla, Marques@us.es
Do +
Read more on:

http://bicicletas.us.es
http://www.acontramano.org/index.php?option=com_
docman&task=doc_download&gid=17&Itemid=62
Do create a network of cycle paths connecting the main

residential areas with the main spots and the main
public transport stations
Do build your cycle paths along main streets
Keep in mind those people who do not ride bikes: your
goal is to convince them.
Do make your network of cycle paths in fast pace,
otherwise they will be used for parking, cafs or terraces.
Do provide safe bike-parking areas at main destinations:
theft is one of the main enemies of cycling
Dont
Do not forget cycling when developing research and
proposals on sustainable mobility
Do not make isolated cycle paths. Cyclists like to take
the same routes as everybody else
Do not use the euphemism private vehicles for cars:
most bikes are private vehicles too: important in
mobility polls
31
Vilnius
Innovative ways to promote and improve cycling
Key words: innovative campaigns
campaign. The tank video also garnered the satiric Ig Nobel

Peace Prize 2011 that is awarded for achievements that first
make people laugh and then make them think.
Goals
The City of Vilnius, headed by Mayor Arturas Zuokas, aims
to become a world leader in making the latest environment
friendly transportation technologies widely available.
At the same time, attitudes towards cycling, driving
and parking culture are addressed in an innovative and
mediagenic manner.
Dont make me get the tank

Following Mayor Zuokas action, a gentler resolution for
empowerment has been introduced.
Vilnius Mayors Public Service Announcement

regarding illegal parking with a tank
In July 2011, a remarkable statement was made by the
Mayor of Vilnius. A recurrent problem is that cars park
on the citys (newly created) cycle paths. By driving over
a car that was parked incorrectly with an army tank, the
Mayor wanted to make clear that the city authorities would
be tough on these matters and take the improvement of
cycling facilities in Vilnius seriously.
This action gained a lot of media attention (over 7 million
views on YouTube alone and seen by many more millions
on various other websites and TV channels worldwide), has
won a European Excellence Award for best communication
32

City: Vilnius
Country: Lithuania
Total population: 554,400 (Vilnius County 847,754)
The City of Vilnius has issued special stickers stating Dont
make me get the tank. These stickers are available free of
charge in the city, or sold for a symbolic $1 on eBay.
To drive behavioural change, you must communicate

the need for change
Dont
Dont expect everybody to like your innovative idea.
New and different ideas are not always perceived as
positive
Dont communicate the message to different target
audiences in the same way. Pay attention to how people
in different countries prefer to receive information
Especially humour is quite different for different
cultures
Dont make it complicated. (If you can't explain it
simply, you don't understand it well enough Albert
Einstein)
By sticking the message on any illegally

parked car, the sticker is a good way of
reminding drivers of the correct way
of driving and parking in Vilnius, and
of the specially designated space for
cyclists.
Dos + Donts
Irma Jukenaite, Vilnius City Municipality,
Irma.Juskenaite@vilnius.lt
Do +
Make sure that citizens are well informed, through
diverse media
Sometimes, especially in an age of information overload,
you have to do something totally different to make a
point
Try to involve everyone in creating a good and liveable
urban environment
Read more on:

www.vilnius.it
or watch the video on:
http://youtu.be/V-fWN0FmcIU
33
Worcester
Choose how you move campaign
Results (2004-2008)
Key words: modal shift, behavioural change,campaigns,

individualized travel marketing
A growth of sustainable transport modes in the modal

split (walking +3%, cycling +0,4%, public transport +1%)
A reduce in car use (as driver -3%, as passenger 1%)
More effect in the ITM targeted population than in the
non-ITM area
Goals
Changing the travel behaviour of residents of Worcester
through social marketing and campaigning (and without
large infrastructural interventions)
Approach
A recognizable branding campaign for more diverse and
sustainable transport choices; Choose How You Move. The
campaign aimed to simultaneously facilitate, motivate,
celebrate and support sustainable transport choices.
Individualised Travel Marketing (ITM) was one of the
interventions of the strategy. Households in designated
areas of Worcester were contacted, and, when interested,
were informed about the possibilities and benefits of the
sustainable mode of their interest. Next to personalized
information packages (delivered by foot or bike!), also
rewards (for people who do travel sustainably) and home
visits for personal travel advice were part of the marketing
strategy.
34

City: Worcester
Country: United Kingdom
Legacy (post 2008)
Work on promoting the leisure trip for those that have

not used that mode of transport for a long time
Understand that the shopping trip has potential for
modal shift from single occupancy car use
Reward those people who are championing sustainable
transport behaviour
Realise that people can overestimate the time to walk or
cycle
Continuation of the brand Choose How You Move

New bicycle/pedestrian bridge in Worcester
Implementation of strategy in neighbouring town
Redditch
Adoption of the average travel times on signs elsewhere
in the UK (to prevent overestimation of travel time)
Resources
Dont
Through a bidding process, Worcester became one of the

three sustainable travel demonstration towns (STDT; the
other towns were Darlington and Peterborough) The project
(costs 4,4m ) was financed by the (national) department
for transport, UK, between 2004-2008
Dont work with those that are disinterested in the

message
Do not spend excessive resource trying to change
long distance trips made by car where there is little
alternative
Dos + Donts
Ed Dursley, Worcestershire County Council
Do +
Read more on:

http://www.worcestershire.gov.uk/cms/local-transportplan/transport-research.aspx
Try and understand your audience by undertaking

baseline surveys
Try to reduce the need to travel
City contacts:
choose@worcestershire.gov.uk
35
Bucharest
RATB travel card a solution for your time
Results
Key words: integrated ticketing, public transport,

intermodality
1,877,019 Activ smart cards in use (season passes and

electronic purse)
984,072 Multiplu (not rechargeable) cards used
Goals
The RATB travel card aims to increase the attractiveness
of public transport in Bucharest and surroundings by
introducing ticketing integration and flexible fare policy,
making use of contactless smart card technology. Improve
the efficiency of public transport.
Legacy (post 2007)

diversification of the offer by introduction of contactless
disposable (not rechargeable) cards addressed to
occasional travellers (2 to 10 trips, 1 day pass) since May
2011.
top-up online and at ATMs
new alternative for trip payment by using a dual card:
bank card and contactless smart card, (can be used for
both for RATB and METROREX) with automatic top-up
option.
Background and Approach

The implementation of the Automatic Ticketing System
was intended to integrate the public transport services
at city level, following to assure a flexible fare policy,
in accordance with the passengers needs. As a start,
the integration was made between the biggest public
transport operators: METROREX (underground) and
RATB (trams, buses and trolleybuses). The system allows
future integration with 6 more operators. Through the
implementation of the new system, the passengers have
the possibility to use the first contactless smart card, which
allow them to travel in both networks.
Resources
The total cost of the project was approximately 12m and it
was financed by the European Investment Bank (6m) and
from the local budget.
36
ITS & Technology

City: Bucharest
Country: Romania
Total population: 1.943.981 (2009)
Dos + Donts
Read more on:

http://www.ratb.ro; http://card.ratb.ro/
Florin Dragomir & Liliana Andrei, RATB (Surface public

transport operator), florin.dragomir@ratb.ro
Do +
Develop the technical specifications in accordance with
the transport policies and local conditions
Analyse the possibility of fare integration with more
public transport operators (local, regional)
Develop a market study
Develop a proper marketing campaign for the new
products
Think long-term, act short-term
Make it user friendly and easy to maintain
Dont
Do not ignore the help provided by an experienced
consultant
Do not implement the system at a large scale at once;
carry out a pilot project first
Do not forget to take into consideration the security
aspects of the system
37
Sofia
Sustainable public transport services
Involvement research
Key words: integrated public transport, quality control

monitoring, traffic management system
The objective of Sofia is effective and sustainable

improvement of the public transport services through the
development of clean and energy-efficient public transport
and its integration with the metro network. In 2011 the
project received an award of the International Association
of Public Transport.
In preparation of the project of Sofia Integrated Public

Transport two major research studies were used:
1 Feasibility study (funded through JASPERS, (http://www.
jaspers-europa-info.org/)
2 Passenger count and database creation
In the phase of project implementation the plan is to
benefit from regular quality control monitoring and client
satisfaction study as a baseline and on a regular basis
afterwards.
How?
Expected benefits and impacts
Modernisation of tram line is expected to result in

reduced noise and vibration emissions, as well as
improve traffic safety
Reduced traffic congestions and savings for both public
and private transport passengers
Improved passenger comfort and convenience and more
passengers to public transport system
What?
Purchase of new trolleybuses

Construction and reconstruction of tram lines
Installation of intelligent traffic management system
Installation of electronic information boards
A system for communication, distance control and
management of the traffic lights at all 331 crossroads in
Sofia
Integrated solution for video surveillance, electronic
billing, passenger database and timetable monitoring
Resources
The project cost is 62 624478 EUR. EUR 42.5 million of the
projects costs will be provided by the European Regional
38
ITS & Technology

City: Sofia
Country: Bulgaria
Dont
Development Fund and EUR 12.624 million will be local

co-financing. Sofia Municipality will be supported in the
implementation of the project by Sofia Urban Mobility
Centre and Sofia Electrotransport.
Do not raise the expectations too high and pay specific

attention to managing expectations not to allow
dissatisfaction with the tempo of implementation of the
project planning.
Dos + Donts
Sevdalina Voynova, Director of Programmes, Sofia
Development Association
Read more on:

http://www.sofiatraffic.bg/en/transport/proekti-iinovacii/204/integriran-stolichen-gradski-transport
http://www.sofia.bg/tu1.asp?intlink=69
Do +
Budget for, organize and manage a consistent public
consultation and public outreach to guarantee public
acceptance, support and ownership
If you have insufficient budget for own research, make
sure to collect and utilize properly available research
developed by other parties both in your city and in other
comparable cities
Develop and follow a risk management plan. Large scale
projects require careful consideration of options, threats
and possibilities to overcome difficulties
City contacts:
office@sofia-da.eu
39
Utrecht and ProRail

Pilot on bicycle parking
Pilot Project
Key words: intermodality, bicycle parking, ITS
One of Utrechts bicycle parking stations, Smakkelaarsveld

(2500 places) was equipped by ProRail with a bike detection
system; the moment a bike is parked in the individual
parking rail, a (waterproof) toggle is switched that sends
data to a central computer system. At the entrances of the
(guarded) bicycle parking station, digital screens inform
the cyclists on the number of available parking spaces per
section of the station, which saves time and frustration.
When a bicycle has been parked on the same parking space
for over 14 days, the parking manager is notified by the
digital detection system. By removing the abandoned bikes,
more parking space is created and the need to construct
supplementary parking stations is reduced.
Goals
To simultaneously combat abandoned or orphan bicycles
and increase the convenience of bicycle parking for users.
Background
Approximately 40% of Dutch train passengers use their
bicycles to get to the train station. At the same time, it is
estimated that 15-20% of all bicycles parked around train
stations are abandoned or so-called orphan bikes. These
bicycles are not -or very scarcely- used, and therefore
take up valuable parking space. In order to combat these
abandoned bikes, and increase the convenience of bicycle
parking for users (i.e. train commuters), ProRail (operator
of the Dutch national rail infrastructure, maintaining and
enhancing railway mobility in the Netherlands) and the
City of Utrecht have started a pilot project on a new bicycle
parking system in March 2011. This pilot project is part of
a broader program that is called Make way for the Bicycle
(1999-2012) aiming to improve train station facilities for
cyclists.
40
ITS & Technology

City: Utrecht
Country: The Netherlands
Dos + Donts
Resources
Folkert Piersma, ProRail, folkert.piersma@prorail.nl
The new bike parking system of this pilot project is

financed by ProRail. Currently the costs are over 100 per
parking space, but these costs will decrease when the
system will be expanded.
Do
Involve stakeholders (such as
the cyclist federation) already in the preparatory phase
of the project
Make the functional requirements of the system as
specified and explicit as possible
Carry out a market consultation before the procurement
procedure
Dont
Do not underestimate the preparatory work regarding
the exploitation of the project
Do not rush to test the product live. Take sufficient time
for profound testing before implementation
Do not limit the requested functionalities of the system
to the actual existing requirements but think ahead
other features you might need in the future
Do not economise on signage for users. Make sure to
provide abundant information on which sections have
parking spaces available.
41
Viennas AnachB.at routing planner

Advantages of AnachB.at
Key words: ITS, real-time travel information, multimodal

transport planner, intermodality
Permanently updated traffic data, including traffic

situation and construction sites
Includes all modes of transport; public transport, bicycle,
car, by foot
Special routing planners for cycling and Park & Ride
Intermodality: the planner is able to combine different
modes of transport in one journey (Park & Ride, Bike &
Ride)
Through the newly created common network (Graph
Integration Platform - GIP) all traffic data is combine into
a complete image, which can also be used for forecasting
Not only the city of Vienna, but the entire surrounding
Vienna Region (Functional Urban Area) is covered
Goal
To provide all transport users of the Vienna Region with up
to date travel information for all modes of transport
Background
The Vienna Region consists of three Austrian federal
states: Vienna, Lower Austria and Burgenland. The region is
inhabited by approximately 3.5 million people, more than
40% of all inhabitants of Austria. The ITS Vienna Region
was founded in 2006 as a cooperative traffic management
project.
Research
ITS Vienna Region cooperates with a wide range ofpartners

(for example the national railway system, urban public
transport operators, taxi companies, bike and car sharing
companies, partners from research and business) . They
update the AnachB.at data pool with theirtraffic data,
join in research projects orsupport ITS Vienna Region in
developing new services.
Numerous research projects and collaborations ensure

on-going optimisation of AnachB.at The main topics of
research are common data interfaces and the optimisation
of user experience, data and graph quality, e-government
applications and routing algorithms.
42
ITS & Technology

City: Vienna (and surroundings)
Country: Austria
Total population: approx. 1.731.000 (2011)
Dos + Donts
Do not forget to keep your service smart and simple. Not

everything that is technically possible is in fact helpful
for users. Keep your service smart and simple.
Do not invest too much in advertising. Firstly use
existing platforms, services and communication
channels to promote and integrate your service.
Klaus Heimbuchner, ITS Vienna Region,

klaus.heimbuchner@its-viennaregion.at
Do +
Cooperate intensely with public administration,
operators and ITS service providers. It is crucial for
developing intermodal and regional ITS projects such as
ITS Vienna Region or AnachB.at
For efficient cooperation and data exchange;
integrate your ITS organisation in structures of public
administration
Provide the services for free; AnachB.at is a public
service, while at the same time it aims to shift modal
split towards environmental friendly modes.
Provide high quality real time traffic data
Resources
ITS Vienna Region is funded by the federal states of Vienna
(44%), Lower Austria (44%) and Burgenland (12%) and
receives additional funding by research programs initiated
by the Federal Ministry for Transport, Innovation and
Technology BMVIT and the EU.
Read more on:
http://www.its-viennaregion.at/
http://www.AnachB.at
Dont
Do not forget about optimal usability, user experience
and interaction design. Up to date traffic data in itself is
not enough.
43
Hannover

Region Hannover and the Pro Klima Plan: institutional example
Key words: CO2-reduction, competence municipal and
regional authorities, implementation
transport) that are delivered across its constituent

communities. In 2009 the Decision of the Region Hannover
was to develop a plan for reducing CO2 emissions of
transport of about 40 percent: Pro Klima.
What?
The city/Region of Hannover has a decade-long focus on
a combination of settlement and transport planning.
As a result many households and enterprises are within
walking distance of a tram or rail station. What is making
Hannover quite unique is the responsibility profile of its
Hannover Region Authority which unifies the organization
of services that are elsewhere separate, and can thereby
deliver policies and action for around 1,15 million people in
21 local authorities from one unified source. The Pro Klima
plan is a more long-term vision for Hannover.
Measures Pro Klima plan

In one year the plan has been created. During this year
discussions about theoretically possible measures with
the urban stakeholders. List of measures on the following
themes:
densification and mobility on short distance (reduction
of settlement in rural areas, regional concept cycle
tracks)
Public transport (green electricity, timetables, fares
revision and special forms)
Traffic management, infrastructure of roads and parking
policy
Management of mobility (marketing)
Institutional: Region Hannover

The Hannover Region Authority was an innovative answer
to the issues that arise in interlinked urban communities
across Europe. Region Hannover was founded in 2001 as a
new form of local government body and covers the state
capital Hannover and the surrounding towns and rural
areas of the former Landkreis Hannover. The Region is
responsible for most of the public services (incl. mobility/
44
Governance
City + region: Hannover
Country: Germany
Dos + Donts
Resources
Tanja Gbler, Team Verkehrsentwicklungsplaning und

Verkehrsmanagement, Region Hannover, tanja.goebler@
region-hannover.de
The Region Hannover got a subvention for 80% of the

costs (175525 euros) from the Bundesumweltministerium.
Research was done by a consultant: Gertz Gutsche
Rhmenapp/Hamburg
Do +
Involve all the decision-makers and the organisations,
which have to realise the project later, from the
beginning in the discussion about the measures
Fix the duration of the project and try not to exceed the
time limit
Concentrate on your competencies. For the other
transport systems: try to forge alliances
Produce a proof for the arguments of your decisionmakers and communicate them scientifically
Read more on:

http://www.hannover.de/de/wirtschaft/mobilitaet/RH_
Nahverkehr/Service/RH_Oepnv_Downloads.html
http://www.hannover.de/de/wirtschaft/mobilitaet/vk_plan_
entw/rh_ivep/VEPproKlima.html
Dont
Do not try to get a valid financial plan in the planning
phase . The financial plan has to be made in the phase of
concretising the measures
Do not try to create new responsibility structures; we
preferred to involve these persons directly
45
Zrich
All-encompassing mobility strategy
Core elements of the transport policy
Key words: sustainable mobility strategy integrated public

transport, citizen involvement
Promote public transport

Promote environmental-friendly mobility such as
walking, cycling
Reduce/limit vehicle traffic
Concentrate vehicle traffic on main roads with traffic
calming in residential areas
Restrictive parking policy, incl. promotion of car-free
living and car sharing
Design pedestrian-friendly public spaces
Raise awareness for sustainable mobility by mobility
management
What?
The city of Zrich pursues a holistic, long term and
sustainable mobility strategy involving not only transport
usage but also places for living and leisure. Alongside
walking public transport takes up an important position.
Zrich has a modern public transport network with trams,
buses, suburban trains and attractive walkways combined
to make up a comprehensive range of options.
How?
Zrich's transport policy is built on continuity,
pragmatism and networking. Considering every
transport policy means that all planning and
implementations align straight towards the same
principles and goals.
2011 city electorate voted for a significant reduction of
traffic and embedded in 2008 the 2,000 Watt Society
into the city constitution with the goal to reduce energy
use to 2,000 Watt per person per year compared with the
current 5,000 Watt or from 5.5 to 1 ton CO2 per capita per
year.
46
Results
High proportion of the population makes use of public
transport (Regular use by 80% of citizens and 60% of trips
in commuter traffic)
45% of households in Zrich without a car
More than a duplication of passengers on the suburban
railway system in 20 years
Future research necessary?

We think one of the really interesting questions for
Governance
City: Zrich
Country: Switzerland
Dont
future research is measuring the effectiveness of mobility

management measures with regards to mobility behaviour,
emission reductions and costs.
Do not consider a sector-based approach by focusing on

each mode separately and neglecting interactions
Do not consider streets only as roads dedicated to cars
Dos + Donts
Sara Metzler, Project manager Mobilitt + Verkehr,
Tiefbauamt City of Zrich, sara.metzler@zuerich.ch
Read more on:

* www.stadt-zuerich.ch/mobilitaet
Mobilittsstrategie (english documents on request)
Do +
Pursue a mobility strategy that aims for a holistic
consideration of the various transport means
Cross-link mobility with urban development strategies,
masterplan for the environment etc.
Implement mobility management measures covering
information, consulting, education and awareness
raising to influence travel behaviour
Link traffic infrastructure, traffic system management
and mobility management
Privilege public transport, e.g. at traffic lights
Hundreds of small measures determine the success or
failure of the overall policy
Aim for participation and electoral backing of your policy
47
48
Executive summary EMIs Knowledge and Research

Agenda Sustainable Urban Mobility
In the EMI Knowledge and Research Agenda on Sustainable
Urban Mobility, the gap between research and practice
in the field of urban mobility will be bridged by looking
at research needs from a practical (urban) point of view.
Renowned academic authors wrote position papers
on the main themes (see below) and policy documents
of many European cities have been analysed. Most
importantly, European and city policy-makers have been
asked what kind of research they need in their (longterm) policy implementation. This process has led to an
agenda consisting of a state of the art in both academic
research and policy practice and future research needs on
sustainable urban mobility, based on the needs in actual
city practice in Europe.
in the decades to come. This is very similar to the longterm visions and ambitions (e.g. 2040/2050) of European
cities and metropolitan areas. Cities know that they must
change their current mobility systems, but they struggle
how effective action is undertaken to remedy the current
situation. Academic research also points to this problem,
but the findings of research are until now insufficient to
lead cities to more sustainable mobility systems. That
is why EMI has created a research-based, practice-led
Knowledge and Research Agenda on sustainable urban
mobility.
The Agenda focuses on five main themes. These themes
have been selected after an analysis of both research and
practice, a workshop and continuous consultation with city
practitioners and academic experts. On all main themes
the state of the art of both research and practice are
combined and research needs for the future are indicated.
Here you find the final conclusions per theme:
The first theme, urban space and scale relates to all
measures and interventions that concern the physical
design of a city or urban area. In city practice there is
Last year, the European Commission proposed a new type

of mobility in European cities in the Working Document
accompanying the White Paper on the Future of Transport
(2011): the necessary transition from a primarily car-based
personal mobility in cities to a mobility based on walking,
cycling, high quality public transport and less-used cleaner
passenger vehicles is the central strategic challenge for cities
49
much belief that measures and interventions in land

use planning have a causal relationship with mobility
reduction, energy efficiency and less car use. However, this
causal effect is questioned by academic research, which
also has a more spatial than infrastructural focus in this
theme. Research firmly connecting land use planning
and mobility behaviour is especially needed on land use
planning and its impact on mobility, urban economy and
urban sprawl.
Regarding the third theme, lifestyle and behaviour, one

should think of any policy with an aim to obtain a
behavioural change towards more sustainable transport
modes. This is a very popular policy tool as it is relatively
cheap and visible. Many cities do indicate their need of
research on citizen mentality and behavioural change.
Research needs in this field are: studies on the long-term
effectiveness of these measures, on transferability of
practice from one place to another and more extensive
evaluation of these measures.
The second theme regulation and pricing is concerned with

the powerful tools of cities to reduce unwanted modes of
transport and stimulate the use of alternative mobility.
Interestingly, a large amount of research is devoted to
the issue of pricing, whilst at the same time, political
reluctance in many cities prevents the implementation of
pricing schemes. Moreover, an issue of governance arises;
on what scale should regulation and pricing schemes be
decided on? Cities instead seem more focused on parking
policies. Future research is necessary in the following
areas: the combination of pricing and regulation, urban
parking policies and solutions how to increase acceptance
of pricing schemes by citizens (and politicians).
The fourth theme ITS and Technology is oriented towards

the question how cities can make best use of (existing)
technological opportunities. Regarding this theme, it proves
to be difficult to bring together research and practice; there
is lack of specific knowledge/expertise in cities and it is
questionable whether cities can (or even should) stay up
to date with current innovations and implement these
into sustainable urban mobility policy. Research needs to
be focused on future-proof technologies, rebound effects
of ICT innovation on mobility and on facilitating the full
inclusion and implementation of ITS & Technology in
sustainable urban mobility policy.
50
Although the fifth and overarching theme of governance

proved to be a peculiar and less specified theme, local
decision-makers consider it very important. Given the
many connections with the other themes, governance
therefore is seen as an overarching theme in this agenda.
The question of how to integrate policies and come up
with packages of measures is interesting for both research
and practice fields. Especially from a research perspective,
questions focused on what way benchmarking and best
practices actually help cities in their implementation. More
practice-oriented research is necessary on: the integrated
approach, policy packaging, the coherence between (longterm) ambitions and (short-term) implementation, the right
combination of hard and soft policy measures and the
transferability of urban mobility policy.
transition to more sustainable mobility systems.

The (fundamental) practice-oriented research needs,
as drawn up in this report, can be addressed in a new
European knowledge and research project in close
collaboration between (city)policy-makers and academic
researchers in a city-research consortium for sustainable
urban mobility. This is all the more necessary as most
current European research projects in this field do have
their own deliverables aiming to disseminate project
results. These deliverables and showcases have proven
to be very positive for the development of plans within
cities but, at the same time however, have proven to be
very difficult to transfer. Moreover, few (fundamental,
academic) research needs and questions have been asked
or answered. A larger focus on practice-oriented research
and transferability on these main themes could really help
more European cities to deliver sustainable urban mobility
systems.
The EMI Knowledge and Research Agenda is the result of

a year-long investigation into the future research needs
on sustainable urban mobility. It has been remarkable
to see how urban research and urban practice differ in
their focus. An approach based on collaboration between
research and practice, focused on the actual problems in
cities (research-based, practice-led) can help cities in their
51
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Knowledge and Research

Urban Practice Guide

the dos and donts of sustainable

European Metropolitan network Institute

Urban Practice City (fact)sheets

Regulation & Pricing

Londons congestion scheme 20

Lifestyle & Behaviour

Cycling: from niche to mainstream 26

A planning strategy for city development 8

Urban Practice Guide Urban Mobility

Innovative Ways to Promote and Improve Cycling 32

ITS & Technology

Region Hannover and the Pro Klima Plan: an institutional example 44

(with RATB) the travel card a solution for your time 36

European Metropolitan network Institute

Introduction Urban Practice Guide

asked in what way research would help them in their

Urban Practice Guide Urban Mobility

Topographic Overview Urban Practice Guide

Source: Google maps

European Metropolitan network Institute

a profligacy of best practice and states that the

urban practitioners in cities throughout Europe to provide

COM(2008) 887 final

Urban Practice Guide Urban Mobility

Planning strategy for city development

The city first need to secure budget, funds and public

The city of Bratislava needed a strategy for planning

For the strategy of space and agglomeration development

In the planning phase an assessment of the agglomeration

European Metropolitan network Institute

City budget and support from EU funds

Urban Space & Scale

Urban Practice Guide Urban Mobility

Ideal conditions for start-up concept of

Commuters included, this is even 49%

Hamburg and the car: facts

European Metropolitan network Institute

Urban Space & Scale

What would really help us is more research on:

structure (density, mixture of uses, commercial and noncommercial interaction structure).

Do not prioritise sustainable mobility in terms of the ex

Develop a structural urban environment (uses and

Read more on:

Urban Practice Guide Urban Mobility

Two zones: one zone (close to railway) for urban and

Strategic City Development Plan

Public Transport Terminal

European Metropolitan network Institute

Low-floor vehicles in public transport

Renewal public transport fleet, from 2006:

Policy for persons reduced mobility

Urban Space & Scale

Jana Svobodova, Development Strategies Manager, Depart

The construction of the new terminal has been partly

Urban Practice Guide Urban Mobility

Working on setting up the Agglomeration

Priority: public transport

European Metropolitan network Institute

Urban Space & Scale

Urban Practice Guide Urban Mobility

City: Rethymnon, Crete