ASTUTE Final Evaluation Report

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Contents Page

1 ASTUTE Toolkit – Development, Evaluation and Future 31.1 WP2 – Benchmarking Report 31.2 WP3 – Draft Toolkit 71.3 Testing of Toolkit Content (case study relevance and transferability) 81.4 Example of the Toolkit Content testing process 81.5 Testing of Toolkit functionality 101.6 Synergies with ELTIS, PIMMS 121.7 Final Toolkit 121.8 Toolkit going forward 13Appendix I: Best Practice Workshop Mobility Experts 16Appendix II 17

2 Objectives of ASTUTE 192.1 Objectives 192.2 Description 19

3 City Descriptions 203.1 Graz 203.2 Budapest 203.3 Dublin 223.4 Granada 243.5 London 263.6 Siracusa 29

4 Description of all measures per city 334.1 Graz 334.2 Budapest 404.3 Dublin 524.4 Granada 584.5 London 614.6 London (CEN) 704.7 Siracusa 76

5 Performance Indicators per city 815.1 Graz 815.2 Budapest 845.3 Dublin 885.4 Granada 925.5 London 955.6 Siracusa 99Appendix III: Performance Indicators 101

6 Performance Indicators: Summary Table 112

7 Partnership Mentoring 1177.1 Dublin 1177.2 Granada 1187.3 London 118Appendix IV: ASTUTE Monitoring Questionnaire 119Appendix V: ASTUTE Before and After Survey 123

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1 ASTUTE Toolkit – Development, Evaluation and FutureThe ASTUTE Toolkit has evolved throughout the duration of the project. Its initial contents being drawn from the case studies sourced as part of the Benchmarking Study1 and also the PIMMS database.

1.1 WP2 – Benchmarking Report

The objective of the benchmarking exercise was to analyse the current situation of walking and cycling in several European cities, comparing and analysing the results obtained through the city launches and the ‘before’ surveys undertaken with stakeholders in each the six ASTUTE partner cities2. This analysis provided information for the development of the ASTUTE toolkit: namely the set of 44 Sub Barriers, the resulting 10 Barriers (encompassing all the sub-barriers) and hence the number and type of case studies required. This formed the basis of the benchmarking report ‘The Nature of the Problem’ prepared by Transport & Travel Research Ltd.

A database of 128 best practice examples was compiled in the fields of walking, cycling and mobility plans. Each of the examples were evaluated in terms of: i) barriers to implementation, ii) critical factors which contributed to the success of an approach and, iii) common interests between the stakeholders in the city (public, private and civic).

The case studies were divided under the following headings which were used for the Toolkit Template. After meetings ELTIS in 2007, and in an attempt to maximise compatibility between the two databases, it was decided that the main text fields in the ASTUTE case studies should match those of ELTIS, namely: Background and Objectives, Measures Implemented, Conclusions and Monitoring and, Critical Success Factors. Making this synergy would allow for future data input and output enabling the user to switch between the two sites, with knowledge and experience of the case study structure.

The ASTUTE Barriers and Sub barriers

Safety and Security ConcernsUnsafe routes for cycling/walkingLack of definite regulations on cyclingFear of theft or criminal damage to bicycles

Inadequate InformationLack of information on how to reach destination safelyLack of information about walking/cycling routesLack of convenient signage on walking/cycling routesIneffectiveness of promotional campaignsLack of information about walking and cycling facilitiesLack of skills to promote walking and cycling amongst businesses and citizensInsufficient communication between city departments and citizens

Inadequate Urban Environment and Design

1 Technical Annex 2-2 The Nature of the Problem2 Technical Annex Task 2 Discuss with Stakeholders

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Lack of penetrability of city areas to walking and cyclingLow level of importance of pedestrian use in the city centresUnattractiveness and poor quality of urban environment for walking and cyclingClimatical and topographical barriers

Lack of Infrastructure and supportLack of integrating existing networksIneligible or lack of parking facilities in the city reduces the modal shareInadequate public transportation accessibilityLack of cycle tracksLack of facilities of bike using (loaning, storage and repair facilities)Lack of maintenance of the infrastructure

Poor Public Perception and Lack of AwarenessLack of public interestPublic approach of walking/cyclingLow attractiveness of bicycle for longer journeys (e.g. commuters)Cultural barriers against cycling

Accessibility and HealthLow level of environmental and health awareness among citizensLack of competence/power of citizens/organizations to enforce their interestsExclusion of people reduced mobility/minority/elderly/residents living areas difficult to accessLow fitness levels among citizens

Lack of Public Sector SupportTransport policy prioritising private car/public transportLack of co-ordination between city departments and NGOs responsible for walking and cyclingLack of appreciation of the value of marketing campaignsLack of integrated planning of cycling and walking/pedestrian trafficPurchasing and keeping political support behind project0

Lack of Private Sector SupportLack of financial incentives to develop a travel plan for employees/schoolLack of skills to implement actions for sustainable transportInsensitivity of companies towards employee transport preferencesInadequate resources and knowledge by employers to implement travel planInadequate facilities of walking/cycling in the workplaces (cycle parks, changing rooms, showers)Inadequate incentives by employers to encourage walking/cycling to the workplace

Congestion and Air PollutionUnbalanced level of utilization on public transport vehiclesLevel of car traffic and air pollutionReduced accessibility for businesses due to congestion

Lack of Education and TrainingLack of cycling and bicycle maintenance skillsChildren inadequate road safety skills

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LEPT - ASTUTE Database - New Case Study

Scheme Title London Borough of Bromley Workplace Travel Plan (Mobility Plan)

Organisation/Contact Paul Curtis, London European Partnership for Transport, LEPT

Country UK

Telephone (Inc. Country Code)+44 (0)20 7934 9536

Email AddressEmail   paul.curtis@lept-eu.org Web www.lept-eu.org

Date of Scheme2007 Ongoing

Duration Ongoing. Modal shift already recorded in 2007-8.

Cost TOTAL £45k £20k equipment, travel survey and drafting travel plan £5k awareness-raising £20k staff time

Funding Source Transport for London and European Commission via EACI’s ASTUTE Project

Background and Objectives In order to set a good example to the rest of the community (citizens and businesses), LB Bromley decided to conduct a Workplace Travel Plan for its 2,000 staff. The objective was to reduce the volume of staff travelling to work by car and increase those journeys made by foot, bike, public transport and lift-sharing.

A Travel Survey discovered that 54% of staff lived closer than 8km from their place of work - ie large potential for modal shift. The final objective was to achieve modal shift and publicise widely across the borough leading to more effective campaigning of businesses and citizens to travel more sustainably.

Measures Implemented 1) Staff travel survey conducted: 54% response rate.2) Travel Plan drafted which analysed the travel survey results and made

recommendations for action and modal shift targets3) Following new facilities:- Bike Pool 9 robust bikes- New Shower room to accompany existing one as big queues in summer

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- Tumble driers- Iron 35 clothes lockers- 14 more bike stands- Staff Liftshare scheme- Extra pool car 4) Travel Plan site on the Intranet: Central resource of information on the

facilities as well as news and competitions and directions to the showers and bike stands. Includes a bikers blog allowing staff to record their experiences on the bike

5) Competitions and prizes: - 50:50 bike challenge – council politician took part- Walk to work challenge (4 weeks log the journeys to and from work made by

foot)6) Innovatively designed walking map, inspired by the Legible London way

Finding initiative: shows the distance in minutes walked via concentric circles imposed on the street map to lead the user into thinking that they needn’t take the car, the walk is only 15, 30 or 45 minutes.

Conclusions and Monitoring In 15 months we achieved a substantial modal shift from car use to sustainable modes. The follow up staff travel survey in 2008 showed the following shiftThe survey was compatible with TfL’s iTRACE travel plan monitoring system and is a good model for wider stakeholder usage.

Walking increased from 9.5% modal share to 12.4% Cycling increased from 1.5% modal share to 3.8% overall car journeys decreased from 69% to 60.8%

The combination of the above factors therefore had a dramatic effect.

Critical Success FactorsWe succeeded in gaining the approval of the council’s Chief Executive who endorsed the forward email of the travel survey which was the first part of the process. This we feel was a major factor in gaining such a high response rate (54% in year one and 32% in year two). Regular exhibition stands on site promoting the facilities available (during Bike Week, Walk to Work and Mobility Week) and regular competition prizes. Prizes for taking part in the staff survey were generous to encourage support: £400 bike and ten £50 Shopping Centre vouchers. That way we received a decent profile of what the staff wanted. Many of the competition ideas, ways of promoting the travel survey and types of facilities provided were inspired by the LB Lewisham Case Study in the database.

Mode (Walking, Cycling, Both)Both

Sector (Public/Private)Public

ASTUTE Barrier – Mains and Sub(s)Lack of Public Sector SupportTransport policy prioritising private car/public transportLack of appreciation of the value of marketing campaignsPurchasing and keeping political support behind project

Lack of Private Sector Support

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Insensitivity of companies towards employee transport preferencesInadequate resources and knowledge by employers to implement travel planInadequate facilities of walking/cycling in the workplaces (cycle park, changing room, shower)Inadequate incentives by employers to encourage walking/cycling to the workplace

Inadequate InformationLack of information on how to reach destination safelyLack of information about walking/cycling routesIneffectiveness of promotional campaignsLack of information about walking and cycling facilitiesLack of skills to promote walking and cycling amongst businesses and citizens

Any Other CommentsTRIED AND TESTED case study: Many of the competition ideas, ways of promoting the travel survey and types of facilities provided were inspired by the LB Lewisham Case Study in the database. They were transferred successfully.

1.2 WP3 – Draft Toolkit

ASTUTE Best Practice workshopsIn order to improve the quality, relevance and transferability of the Toolkit case studies, the Lead Partner organised two ASTUTE Best Practice workshops in London and Brussels in December 2006 and January 2007 respectively. Fifty-three Mobility Management industry experts from across Europe, both public and private sector, were invited to analyse and rate the existing case studies using their extensive knowledge and experience. In order to complete the exercise in the swiftest and most targeted way, the group of experts were split into six working groups and the case studies divided amongst them according to their expert fields.

Facilitation was provided by a team of experts for both workshops to ensure coordination and consistency of discussion, scoring and terminology. In addition, a de-brief following the London workshop, enabling minor amendments to ensure a better informed output from the Brussels workshop.

MethodologyAll experts were asked to score each of the selected projects, and also to comment including suggestions for other, ideally ‘better’’ examples. Experts were specifically briefed not to try to reach a ‘workshop average’ – the importance of relevance and use were particularly stressed, along with the need to choose examples which had transferability across as many member states as possible. The scoring system was as follows:

0 = ‘On the information provided I am unable to express a view’ OR ‘I haven’t looked at the record’

1 = ‘Definitely NOT an example of best practice’ 2 = ‘I think that there are better examples of best practice’3 = ‘Probably an example of best practice’4 = ‘Definitely an example of best practice’

On this basis it was possible to use the ‘0’ score as a way to record a ‘no-vote’, and then to treat this response separately.

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Scores and comments were recorded in XLS files by the workshop facilitators to allow for detailed analysis. In addition, a separate DOC file was prepared, recording suggested alternatives/additions with as many contact details as possible.

2) The scores were then interpreted, by using the overall score (ie London + Brussels) for each project, and comparing this with the ‘variance’ score and also the comments made by the workshop experts. The following classification was used:

A: best practice (ie by leading-edge standards)B: good practice (ie ‘best’ given local circumstances)C: further consideration (ie the conclusion to be drawn at this stage is

equivocal)D: delete because considered inadequate X: not relevant to project

3) The process for doing this was partly mechanical, ie:

A score of >3.3 was assumed A unless comments indicated otherwiseA score of >2.5 was assumed B unless comments indicated otherwiseC was allocated on the basis of comments made.A score of <2.5 was assumed D unless comments indicated otherwise

ConclusionThe following assessments were made on the 128 case studies:

Best practice 31Good practice 41Further consideration 40Delete 16

The added-value of this exercise was that around the table, 60 new case studies were suggested by the experts as ‘better’ best practice than the examples in question. These case studies were researched and entered in the following months to raise the standard.

The experts from both the Brussels and London workshops were as follows and have been listed as project contributors in Appendix 1.

1.3 Testing of Toolkit Content (case study relevance and transferability)During the toolkit testing period3, the contents were further scrutinised and tested for transferability by the ASTUTE partners as they used it for ideas and inspiration for their local actions to increase walking, cycling and the effectiveness of Mobility Plans.

1.4 Example of the Toolkit Content testing processAs a measure of the ASTUTE project, in 2006, the Lead Partner, LB Bromley, embarked upon establishing a Mobility Plan (workplace travel plan) for the council staff. This was decided upon after having established that the following barriers existed for staff to walk or cycle to work:

3 Technical Annex WP4 and WP5 The toolkit in review: walking and cycling

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Inadequate facilities of walking/cycling in the workplaces (cycle park, changing room, shower)

Lack of information about walking/cycling routes Purchasing and keeping political support behind project

The ASTUTE partner had no previous experience in this field and so consulted the Toolkit in order to find case studies which have successfully implemented such an initiative and achieved modal shift away from the car and towards walking and cycling.

One such case was that of the Mobility Plan of LB Lewisham. There was a very impressive modal shift and a range of soft and hard measures targeting both staff and politicians - such as providing a bike pool; charging staff for parking permits; and ring-fencing proceeds to fund a travel plan coordinator position. The toolkit not only gave immediate insight into the activities that could be transferred, it also contained contact information of the responsible officer in Lewisham, and therefore contact was easily made to gain more detailed information and advice such as relating to the Travel Survey and incentive ideas.

By employing the best practice of LB Lewisham, within 18 months, LB Bromley had achieved the following modal shift results – see below. Other case studies consulted and concepts transferred included that of IG Velo Switzerland (cycle to work 50% of trips).

LB Bromley Workplace Travel Plan Modal Share    

      2007 2008Modal Share Change  

Car     69% 60.8% 8.2 DECREASEMotorcycle/moped/scooter 0.7% 0.7% 0 NO CHANGEBus     12.74% 14.4% 1.7 INCREASETube     0 0.5% 0.5 INCREASERail     5.32% 6.8% 1.48 INCREASEBicycle     1.5% 3.8% 2.3 INCREASEWalk     9.53% 12.4% 2.9 INCREASEOther     1.3% 0.6% 0.7 DECREASE

From the table it is clear that walking has increased by 30.5%, from 9.5% modal share to 12.4% modal share. Cycling has increased by 153.3%, from 1.5% modal share to 3.8%.

It is apparent that much of this increase in energy efficient modes of transport is as a result of fewer staff driving to work. Overall, car journeys have decreased from 69% to 60.8% of the modal share. Performance Indicator 4 shows that, as a result of using a case study from the Toolkit and the effective transfer of best practice, a total of 620,000 Kg of Co2 emissions have been saved.

The methodology of the Toolkit testing dictates that ASTUTE partners test the case studies for transferability over the course of the project. Case studies that have been transferred effectively and used by ASTUTE partners to address their City Barriers, were subsequently included in ‘new’ examples for the Toolkit. For example, the case study of LB Bromley’s Mobility Plan is now included in the database with a ‘TRIED and TESTED for transferability’ seal so users can prioritise.

1.5 Testing of Toolkit functionality

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At successive Project Management Meetings, ASTUTE partners have reported to the Lead partner on their experiences using the toolkit; not just the content, but also its functionality. These comments and suggestions have steered its development and ongoing changes have been made by the web team of the Lead Partners - such as the search options and display. The major discussions took place at PMG4 following the end of the major Toolkit testing period, and was a specific agenda item4.

In early 2008, ASTUTE invited Mobility Management contacts, including those present at the London and Brussels Best Practice workshops, to test the toolkit for both functionality and content. All testing was undertaken via email and specifically designed XLS spreadsheets to enable both qualitative and quantitative assessment.

The form was designed to be as comprehensive as possible and is described below.

TESTING GUIDANCE: Please use this table to record your feedback on the ASTUTE Toolkit. Please ‘test-drive’ the toolkit by searching: 1) QUICK SEARCH - Please take each barrier in turn (1 to 10), and look at the returned case studies. Then answer Questions 1, 2 and 3.

2) ADVANCED SEARCH - Please select the sub barriers. Then answer Question 4.

3) QUICK SEARCH - Please select by mode OR country OR specific scheme. Then you will be able to complete Questions 5, 6 and 7.

For each question, please select your answer: STRONGLY AGREE, AGREE, DISAGREE or STRONGLY DISAGREE from the drop down boxes from the 10 Barriers (Columns F to O). Full details on the barriers are repeated on the second worksheet. Please complete and return to Paul Curtis at info@astute-eu.org

4 Technical Annex 4-2-1/2, 5-2-1/2: Draft evaluation and consultation on the toolkit in review

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The feedback was generally very positive and is summarised below.

TOOLKIT EVALUATION OVERVIEW• Toolkit Evaluation sent to 64 stakeholders• Response: 26• ES 10 - IRE 10 - UK 4 - AT 2 - HUN 0 - ITA 0• 13 public sector• 13 private sector

(In addition LB Bromley sent to the ASTUTE stakeholder list (90+)

TOOLKIT EVALUATORS ranged across Europe from local authorities and voluntary sector organisations to consultancies, private sector companies and a hospital.

TOOLKIT RATINGSThis was a set of key overall questions which scored an encouraging average of 3.2 out of 4 based on the rating of 1-45

There are enough case studies for my area of involvement The case studies are transferable to my area of involvement These are relevant barriers for my area of involvement These are relevant sub barriers for my area of involvement The search options were user friendly The case study data was presented clearly The case study fields were useful

SUGGESTIONS & COMMENTS

5 Rate the toolkit 1-4: Strongly Agree:4, Agree:3; Disagree:2; Strongly Disagree:1

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TOTAL: 53 of which 40 were separate suggestions and comments Content: 18 Usability & Functionality: 25 Positives: 9 (not requested)

Suggestions on Toolkit CONTENT too many old Case Studies not enough links to Case Study project websites/reports too many UK examples not enough Irish examples

Suggestions on Toolkit USABILITY introduce pictures CS quality and length differs greatly - introduce max characters basic search - not clear only one at a time permitted keyword function returns little or no CS Repetition of returned CS

Comments on Toolkit POSITIVES (not requested) Contact details of CS manager v useful Easy to use – simple layout Cost of project v useful Barrier approach good Toolkit especially useful for public sector

MOST USEFUL CASE STUDIES (45) Plan for a cyclable Almada – PT Walking the way to Health Initiative - UK Bike Map - network of bicycle paths – AT

BOTH MOST AND LEAST (6) New strolling zones, Bike Map, Bicycle Training Graz Good going week UK Plan for a cycling Almada

LEAST USEFUL CASE STUDIES (31)

WOULD YOU RECOMMEND TO STAKEHOLDERS23 said yes

3 said no with the following comments: For new stakeholders with a western and southern EU viewpoint: yes for eastern EU viewpoints: no (even no cases with a Hungarian partner?) only if complementary with ELTIS, BYPAD & WALK21 Consider quality check

Feedback from ASTUTE partners and the wider public regarding the functionality and content of the draft toolkit has led to the final ASTUTE toolkit design.

1.6 Synergies with ELTIS, PIMMSBYPAD and SPICYCLES6 case studies are included in the toolkit Research into the existing PIMMS examples helped create the original toolkit list in the Benchmarking Report.

1.7 Final Toolkit

6 Technical Annex Appendix 3

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Extra chapters will be added to the toolkit7 thereby increasing its robustness once more. Many of these which will benefit from being tried and tested case studies by the ASTUTE partners: such examples will be highlighted as ‘TRIED AND TESTED’. In addition, partners are also providing new examples as they come across them in the delivery of their City measures.

1.8 Toolkit going forward The ASTUTE network will be broadened further with the training of the ASTUTE agents. Synergies with BYPAD, SPICYCLES, ELTIS and OPTIMUM2 will be explored by LEPT, on behalf of LB Bromley, on completion of the project as they will maintain and add further case studies over the course of the next 5 years. These projects and organisations provide essential contacts in walking, cycling and mobility plans which will be maintained to leave a lasting legacy of the ASTUTE toolkit.

General comments and suggestions on how to improve the toolkit: There seems to be a huge amount of information in the data base A variety of examples for each barrier The two sets of scroll bars are a bit fiddly to line the screen up with Each case study makes interesting reading Interesting to see examples from other countries The writing is small and so is not particularly easy to read Would be better with larger writing and split up into bullet points Perhaps some pictures of what the groups had been doing could be included in

“Contact Details” so that those case studies which were particularly interesting to an individual could be followed up in more detail

I could not get the advanced search to work The quality of the descriptions of the case studies varies very much. In addition it is

mainly a text driven search mechanism and no icons at all have been used. For my understanding there are too many abbreviations included and a lot of old case studies were used. When you are selecting a sub-barrier you will get all the case studies, but no indication about the number of the case studies that are dealing with this sub-barrier.

The toolkit is very clear and user friendly, it would be important to update it as much as possible. It would also be good to have more visuals for the case studies, for example photographs, maps etc.

Some of the case studies mention reports or projects. It would be useful if you could have a link to those reports or for more info on the projects. Example the ‘Vote for Bicycle, Vote for a Cleaner City - Romania’ mentions reports.

Also maps or drawings of the routes etc. would be useful, as would photos. Would be good if you could choose more than one field at a time. However advanced

search does not give fields that are in basic search such as mode, country etc. Did not realise that you clicked on link for more information because 2 options for

quick/advance search. Page presentation is clear and easy to understand. Breaking data up into headings is a good idea. A lot of text would be less legible

because: consistency, easier to read, makes it easy to find the exact info you are looking for.

Very simple and clear layout Good contact details etc I liked when cost was detailed - this is very useful. More Irish examples needed Make search options clearer: I thought we could tick a number of fields on quick

search and press search and it would search all the fields. More examples of infrastructure design/tips such as cycle lane widths, surfacing, etc. I would like to be able to access drawings as part of the database. Even a map or a

little bit more info re the locations of the projects. There seems to be differing levels of data across the studies re amounts of text in

each case study. This makes it necessary to contact the project team but in other case studies there may sufficient info contained.

7 Technical Annex 3-2-2 Partner ‘chapters’ of toolkit

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Good source of information. A lot can be learned. First impression is that case studies are for regional level. Site specific case studies would be of interest. Case studies (Stockley Park Travel, Transport for London Cooperate Pack) do not outline the measures implemented, are too little specific.

What is of interest is: what incentives were offered? What marketing strategy was in place? What did work well? What can be replicated? How were results achieved?

I am currently listed on mailing list TRANSP-TDM, which is US/Canadian based. ASTUTE database is more relevant, because it includes case studies from EU and UK. Sustainable Transport is a ‘niche’; I need new ideas, initiatives to motivate those who are not so interested in walking/cycling.

Very good that contacts are provided, allowing you to chase up more information. I would call or email to UK case study contacts and others.

The barrier approach is good The toolkit is great for public sector/planning organisations. The advanced search is very good, sub-barriers are well covered. Case studies are easy to read and the presentation is very good, because not too

long, but brief. When searched for the key word ‘travel plan’: case studies related to inadequate

environment and urban infrastructure came up Modal shift where available could be useful in supporting spend on management

measures or walking/cycling environment improvements Is it possible to print the case studies? Make all the scheme summaries of approximately equal length Some are unbalanced, the summaries have different amounts of information In some cases the case studies are introduced even three times (when barrier in

quick search is chosen).

Which specific case studies were the most useful? Plan for a Cyclable Almada Milan University Travel Plan Bike week commuting challenge Promotion of bicycle use and integration with PT services in Toulouse Safe and healthy on the bike: cycle skills training for senior citizens Happiness is cycling - Project Details. Bike Map - network of bicycle paths – Austria* BUGA - Portugal Berlin Building Code Amendment (Bicycling Parking) Berlin ‘Walk to school week’ and ‘Internation walk to school month’ (UK) Vote for bicycle, vote for a cleaner city (Romania) Northern Rock Travel Plan. The Camden walking and cycling plan New strolling zones in Graz Bikemap network of bicycle paths London cycle network Making Smarter Work Choices Rejkjavik Car Free Day Good going week Promoting alternatives... Motor car.... Cork Walking Way to Health UK Danish Cycling project GOAL Austria Lewisham Walking Festival UK Walking the way to Health Initiative UK Riverwalks - London - UK Management of Green Paths Biceberg (automatic bicycle parking) Promotion of bicycle use and integration with PT Stepping Hill Hospital Cycle leasing Stockley Park Travel Plan and Commuter Centre*

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Which specific case studies were the least useful? CS that repeat for the 1000th time that e.g. cycle training is fun, useful and

educational or that a walking bus might be used at schools CS that have much too long Scheme Background and Objectives text, not nice to

read in the overview CS that have a title that says nothing to general public, eg ADONIS Transporting bicycles in public transport, Berlin, Germany; Bike Rental Scheme and

Cycle Measures - Rennes, France; I didn't read all of the case studies but something like ‘Bike Map - network of bicycle

paths - Project Details’ is completely useless. Bike map, Austria - A lot of information is missing*. Tapestry program, Greece - Under the subheading ‘conclusions and monitoring’ no in

depth information is given. Cycle courses for female ethnic minorities in the Netherlands Mobile phone bike rent in Germany Cycle Route Cascais - Cruincho - Project Details Manchester Airport Travellplan - Project Details Making Smarter Choices work - UK Richmand Travel Plan Stockley Park Travel*

* appear on both lists

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APPENDIX I: Best Practice Workshop Mobility Experts

London, December 2006Charles Tucker, TflRichard Adams, JMPThomas Fischer, Graz CityKim Jardine, CENTaina Peltonen, CENNewham cycling centre excellenceAndy Pidduck, TflPaul Davies, LB CamdenRhian Davies, TravelwiseRichard Evans, Paulo Camara, LB MertonJohn Walton, LB BromleyChris Feltham, TflJanet Kirrage, TflLiz Barkwith, LB LewishamCharmaine Jacques, LB MertonRoy Buchanan, LB Sutton, Patrick Allcorn, TflAdrian Bell, TflDamian Price, London CouncilsGreg Archer, Low Carbon VehiclesGuy Hitchcock, Sustainable Transport SolutionsBen Lane, EcolaneMartin Lewis, Tfl

Brussels, January 2007Natalie Owen, SeltransGraham Riley, Highways AgencyHans Kramer, Tim Carter, TflLuuk Oostrick, VipreDaniel Satue, FormaplanEmma Sheridan, TflJesper Johansson, Stockholm cityRaf Canters, Mobiel 21Camilla Parlback, Gothenburg CityDave Sherbourne, Leeds CitySteffen Rasmussen, TMFSylvain Haon, POLISMartin Vis, SWOVTom Franklin, Living StreetsBarbara Bernadi, EUROCITIESTunde Szabo, Studio MetropolitanaElke Bossaert, Mobiel21Andrew Varley, Lancs CCGehard Ablasser , Graz CityIan Catlow, GLARobert Stüssi, Jason Vallint, AEATPaul Garside, LB LambethDennis Mensah, LB LambethIvo Cre, POLISHelene Batifois, Notts City Council Jenny Sira, Gothenburg City

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APPENDIX II

Fischer Thomas Dipl.Ing City of Graz PublicSpinka Helmut Dipl.Ing City of Graz PublicKroißenbrunner Martin Dipl.Ing City of Graz PublicFeigg Walter Region of Styria PublicKrause Bernhard Region of Styria PublicHochstein Joachim Dipl.Geogr

Planungsverband Frankfurt / Rhein-Main Public

Saurugger Vincenz Dipl.Ing ZIS PrivateAngleitner Sagadin tanja Dr ProFuturus PrivateAranda Morales Francisco Albaicin Fundation PrivateVan den Berg Arnold City of Rotterdam PublicArnold Eric City of Rotterdam PublicPozarnik Matej Dr ProFuturus PrivateWondra Tanja Energetika Net PrivateMicevic Novica City of Belgrade PublicSeidl Markus Mag ÖROK PrivateWolz Hermann Dipl Forstwirt Flughafen München Private     Jorg FGM privateRobert Pressl FGM private               Edel Kelly Dublin City Council public sectorKiaran Sweeney Dublin City Council public sectorElaine Power Dublin City Council public sectorSusan Francis Dublin City Council public sectorBarry Mc Kenna Travelways / Mater Hospital public sectorWill Andrews Dublin Cycle Campaign NGOFinola O'Driscoli Dublin Transportation Office public sectorTanya Comber Irish Heart Foundation public sectorEileen O'Connor Dept. Of Transportation public sector

Penelope Lopez GonzalezTravelways /Children's University Hospital public sector

Roisin Travelways /Children's University Hospital public sector

          Alex Goodhship Westrans PublicTim Forrester Westrans PublicCaroline Hodges Westrans PublicCharlotte May NLTP PublicIda Gupta NCTN PublicSimon Lowe NCTN PublicPeter Gazey TGLP PublicKerry Edens TGLP PublicSarah Cummings Seltrans PublicSteve Heeley Seltrans PublicJakub Bojczuk Sweltrac PublicLucy Rossiter Sweltrac PublicTim Carter TfL Public     

     

Kastelic Jörg AMOR - Austrian Mobility Research Private

Pressl Robert AMOR - Austrian Mobility Research PrivateMusenbichler Petra ANTON PAAR Private     Josefina Lopez Granada Province Government PublicJeronimo Vida University of Granada PublicFrancisco Ledesma CGE (Granada Employer´s

Association) PrivateJesús Olvera

Tourisme Companies Association PrivateCarmen López Commerce´s Federation PrivateJose Ortiz-Sotomayor Industrial Park ‘Asegra’ PrivateMaria Carbonne Industrial Park ‘Juncaril’ PrivateJose Luis Cañavate CIEU - City Council - Public          10 officers COMMERCE partners public

25 officers LEPT Steering Group Members public

52 expertsInvitees to Best Practice workshopsSEE list in chapter 2.0 above public and private

10 partners ACTTravelwise public2 EUROCITIES public2 POLIS public10 partners MIDAS project (IEE STEER) publicBas van Bree    Peter Wignall Workplace Travel Plan Co PrivateDiane Ward Workplace Travel Plan Co PrivateRaf Canters Mobiel 21 Private

2 Objectives of ASTUTE2.1 ObjectivesFor EIE, increasing the % of travel done by walking and cycling is a clear way to reduce CO2. Working in 6 urban areas (Budapest, Dublin, Granada, Graz, London and Siracusa) and focussing on behavioural change through the use of ’soft measures’ (education, training and publicity), ASTUTE will overcome the organisational barriers that prevent an increase in the use of walking and cycling in European cities. This will be achieved across a variety of policy and decision-making systems, through the provision and use of practical solutions in both the public and private sectors. Measures will be piloted in the private sector through Workplace Travel Plans.

2.2 DescriptionIt is difficult to achieve coordinated delivery of a network of usable footpaths and cycleways, supported by information to users and facilities at the point of arrival.ASTUTE will investigate the reasons for this, listening to stakeholders locally, nationally and via EU networks. We will draw up a typology of barriers and analyse the best practice experience of organisations in overcoming these barriers.ASTUTE will then draft a toolkit for use by municipalities and employers.ASTUTE partners will test the draft toolkit in a variety of situations; comparing progress and results during the 12-18 month testing period. This will involve municipalities and employers, and will address various actions to promote walking and cycling.The ASTUTE toolkit will then be finalised, presented as a DVD in 10 EU languages, and disseminated.

3 City Descriptions

3.1 Graz

With 240,000 inhabitants, Graz is the second largest city in Austria. It is the capital and the cultural, economic and university centre (with about 40 000 students) of the Styrian province and in 2003 it was the Cultural Capital of Europe. The City of Graz has a radial orientated public transport system with harmonised tariffs, uniform tickets and harmonised timetables for public transport for the city and the whole province. Graz was also the first Austrian city to open a Mobility centre.

Almost 360,000 people live in the greater Graz area (Graz and its environs), which is roughly one third of the total population of Styria. 114 000 cars are registered in Graz and about 80 000 daily commuters are commuting to the city thanks to different dynamic industry sectors, particularly the motor vehicle industry.

Traffic flow has increased enormously during the last years, like in most other cities in Austria. Although Graz is well known for some of its more innovative mobility management practises, it has a particulate matters (PM10) problem. PM 10 stands for particulate matters, with a diameter of less than 1 micrometer. These particulate matters are mainly caused through combustion processes (industry, private households and cars). PM 10 can cause bronchitis and in the worst case even lung cancer. Due to its position in a basin between hills and special weather conditions in Graz during the winter months, the problem occurs mainly between November and March. A steering group was already implemented, which aims to outline measures for getting the problem under control. At the same time, parking is another discussion subject in Graz.

Different restrictions for cars were already implemented during the last years. Graz was the first city in Europe to implement a speed limit of 30 kph; an official regulation for the entire city areas (except for major roads). The centre has many pedestrian precincts and the city administration put a lot of effort in the promotion of cycle traffic. Furthermore since 20 years ago, Graz has had a short term parking zone, which is marked with blue lines (also called the Blue Zone). The parking time for cars is limited to a maximum of 3 hours and parking tickets have to be purchased.

3.2 Budapest

Budapest, capital of Hungary, is located in the middle of Carpathian Base, at River Danube. The Buda side is hilly, while the Pest side is lowland. Presently Budapest has 9 bridges on the Danube. The city is a centre for the region in the respect of economy, culture, education,

Population of Budapest City is 1.7 million. It has been decreasing in the last decade (deurbanisation, urban growth), but recently a slow increase has been started (reurbanisation). Budapest has a commuter belt with about one million people affected.

Modal split has been pretty good at the change of regime (1990), when about 70% of the population used public transport. On the other hand, infrastructure for walking and cycling was a neglected issue.

Since then, the number of private cars has been increased, while the public transport has not been developed properly. By 2003, within the city borders 33% used car and 67% used public transport, while at the borders 57% used car and only 43% used public transport. The rate of biking in 2008 is estimated to 1-2 % (report on Biking Transport Development, Municipality of Budapest, Vice Mayor Miklós Hagyó).

Walking is still not considered as a mode of transport, but is considered as a tool for developing local centres, retail trade or tourism.

1990 2008Car use 30% 43%Public Transport use 70% 55%Bicycle 0% 2%

Transport Policy in the last years has been changed: while previously the aim was to meet the demands of car owners, nowadays the main aim is to manage the problems complexly. This policy gives greater attention to sustainable modes of transport (public transport, biking and walking), while by-pass route constructions, traffic calming, parking measures and road fee is considered for managing the car traffic. The updated Transport Development Network Plan is being elaborated recently, but surely will give greater emphasis to sustainable modes of transport.

Many developments have been made for a better walking and biking infrastructure mostly by local governments (construction of biking paths, reconstruction of squares, traffic calming, etc.), but coherent, safe networks are missing in many places.

3.3 Dublin

Dublin is located in the east/east midlands of Ireland. It is the Capital City of Ireland and one of Europe's most vibrant cities. Dublin is a youthful and dynamic city with a number of universities such as Trinity College and technical colleges. The population of Dublin City is 506,211 with an area of 117.61 km2 (census 2006). Dublin has a large commuter belt bringing a large number of people into the city for work, education and recreation.

Transport in Dublin has experienced an immense and unforeseen growth in the last 15 years. Between 1990 and 2006 the number of road vehicles registered in the Dublin Region increased by 104%. The main factors contributing to this increase are economic growth, increase in population and labour force and growth in car ownership. There are 470,952 private cars registered in Dublin City and County (census 2006).

34%

5%

24%

4%

21%

7%

5%

Car/ Van as Driver Car/ Van as PassengerBus Train/ DART/ LUASBicycle WalkingOthers

Figure 1: % Modes of Travel Used Most Often in Dublin City 2006

County Dublin comprises of 4 local authority areas: Dublin City Council Fingal County Council South Dublin County Council Dun Laoghaire Rathdown County Council

A comparison of the travel patterns in the City of Dublin with the other council areas and regions shows that car use is least in the City of Dublin (39%) and greatest in the Mid East Region (63%). In contrast, walking has the greatest share in the City of Dublin (21%) and the lowest share in Dun Laoghaire Rathdown (10%). The bus also has a high percentage modal share in the City of Dublin (24%) with a low percentage modal share in the Mid-East Region (11%) reflecting the difference in availability.

0%10%20%30%40%50%60%70%80%90%

100%

City of Dublin South Dublin Fingal Dun LaoghaireRathdown

Dublin Cityand County

Mid EastRegion

GDA

OthersWalkingBicycleTrain/ DART/ LUASBusCar/ Van as PassengerCar/ Van as Driver

Figure2: Modes of Travel Used Most Often in Dublin City and Counties and Regions in 2006

Dublin City provides guidelines and policies for planning and development in the ‘Dublin City Development Plan 2005-2011’. The plan contains a number of policies promoting sustainable transport, such as; Integrated Land Use/Transportation, Promoting Modal Change, Quality Bus Network/Priority, Rail and Interchange, Cycling and Pedestrian Use, Mobility Management Plans and Transport Impact Assessment, Pro-active Parking Policy, Provision of Additional Road Capacity (also

for public Transport and Pedestrians), Traffic Management, Additional Provision for the Mobility Impaired and Disabled.

Dublin City Council is committed to creating a vibrant, attractive, safe and environmentally sustainable capital city. Integral to this vision is the need to facilitate sustainable travel by promoting and increasing access to cycling and walking facilities and public transport services. “It is the policy of Dublin City Council to encourage modal change from private car use towards increased use of more sustainable forms of transport such as public transport, cycling, and walking, and by encouraging teleworking and carpooling and car-sharing” (The Dublin City Development Plan 2005-2011, Policy T2, p.48).

The local authorities in Dublin have agreed on the DTO Cycle Policy as a statement of intent. This policy specifies people travelling to work and education as target groups and refers to the objective of the DTO Strategy to decrease the share of short trips (up to 6km) undertaken by car to 30% by 2016. The target of the ASTUTE project to increase walking and cycling by 10% across all partner cities is in support of the DTO policy.

In 2006 bicycle traffic amounted to 23m passenger journeys in Dublin City and County. The provision of a public self funding bicycle rental system on behalf of Dublin City Council is proposed. The suggested Dublin City Bike scheme would provide at least 500 bikes at 25 bike stations. The facility would be accessible to residents and visitors alike, 24 hours 7 days a week with no or a marginal fee paid by the users. In 2006 pedestrian traffic amounted to 222m passenger journeys in Dublin City and County. In order to enhance and strengthen the centre of Dublin, city planners prepared a plan with walking routes within and between the shopping centres on the north and south side of the Liffey.

Necessary improvements of the existing infrastructure are being delivered by ‘Transport 21’, the capital investment framework through which the transport system in Ireland will be developed, over the period 2006 to 2015. Transport 21 allocates €14bn to the Greater Dublin Area in order to develop both individual traffic and public transport.

3.4 Granada

Granada, with 245.000 inhabitants, is one of the main cities of Andalucía region, in the south of Spain. Due to its important historical legacy, Granada has become an important cultural, tourist and university centre, meaning that about 80% of employment generated is at service sector.

During the last 20 years, there was a continuous process of growth of its metropolitan area, which means that many inhabitants tend to live in the surrounding areas and work or study at the city centre; leading to an increase of daily car commuters (about 110.000) and traffic congestion. The global population of Granada within its metropolitan area is 500.000 inhabitants.

The City of Granada has a radial public transport system by bus provided by a private company through a municipality administrative concession which is operating in coordination with a metropolitan consortium by public transport, which depends from Regional Government, to connect the city centre with metropolitan area.

Currently, a light rail transport system is being built to connect the main metropolitan municipalities with the city centre, which will be operative by 2010.

The local policy to improve the accessibility and mobility in its urban space is focused on the selective and progressive restriction of private transport traffic in the historical town centre through roads hierarchization and the establishment of located automated barriers, promoting the establishment of new pedestrian areas and consolidating the already existent, which are provided of structural and inhabitant coherence articulating the different areas (rehabilitating public places).

In addition, parking areas are managed using a rotational strategy. Currently, extensive parking areas are in construction within the periphery of the town centre, making possible the absorption of vehicles from the metropolitan area.Also the City Council is promoting less polluting ways of transport, more adapted to the characteristics of the historical town centre (minibuses) and its residents (easy boarding) making possible efficient transfer locations (metropolitan connections).

Strategies Traffic control and coordination, roads hierarchization, establishment of

structural lines and nodes, pedestrian areas and access restrictions. Rehabilitation of environmental and functional quality of public spaces,

promoting networks of pedestrian areas and the connectivity among urban sequences.

Promote selective and progressive parking restriction policies. Promotion of capable, versatile and less polluting public transport,

incorporated to an adequate transfer network.

In order to achieve these goals and an integral sustainable mobility culture, the city of Granada, as partner of the ASTUTE Project, has also undertaken actions monitored by project toolkit developed focused to create an environmental area in the city centre.

In this sense, there will be an increase in pedestrian area and access restrictions to private transport around historical city centre, creating new parking in border areas

for visitors, which will be connected with the city centre by soft modes (public transport, cycling and walking). Only residents, public services and authorised delivery vehicles will be allowed to enter into the inner area. These measures will permit to gain public space for soft modes and social activities.

Others measures that will improve the environment, quality of life and social cohesion of all the city will also be carried out; such as the improvement of public transport supply and management, a new goods delivery management, promotion of clean and energy efficient vehicles, and, for the first time, it will be carry out the implementation of a municipality travel plan to encourage private companies involved to develop its own WTP.

3.5 London

IntroductionLondon is the UK capital and financial centre, generating a disproportionate share of economic growth for the country. In 2006 London accounted for 15% of total UK employment. The resident population was estimated to be 7.5 million in 2005 and the capital is expected to continue to prosper with over 800,000 new residents and 900,000 extra jobs expected between 2005 and 2025. This continued growth will need to be accommodated by a sustainable and reliable transport system. London also faces challenges, with issues such as immigration, unemployment and the environment.

Traffic Jam, London Double Decker Buses, London, England (www.freefoto.com)

London’s labour force of 4.6 million people is supplemented by commuters from outer London, with around a fifth of London's jobs being filled by people resident outside of

the capital. The private sector accounts for 4 out of 5 of these jobs which equates to 3.7 million journeys (National Statistics Online June 2005).

London has a radial orientated public transport system, with the majority of trips generated by the commute to and from work in London. The over reaching aims of London’s Transport 2025 objectives are:

1. To support economic development – by improving public transport and managing the road network to reduce traffic congestion.

2. To tackle climate change and enhance the environment – by reducing CO2 emissions, improving air quality, reducing noise, and improving the urban environment.

3. To improve social inclusion – by making transport more accessible and secure for users.

Travel plans can assist in increasing accessibility whilst reducing congestion, local air pollution, greenhouse gases and noise. Importantly, a travel plan can increase business efficiency and equality, which is why an increasing number of organisations are deciding to produce voluntary travel plans. Indeed, Transport 2025 (the long term transport vision for London adopted by TfL) highlights the importance of transport in supporting the economic vitality of the capital, both through transport improvements, better use of existing capacity, behavioural change and enabling continued benefits of agglomeration.

In London, travel plan development and implementation is being promoted by Transport for London (TfL) and the Greater London Authority (GLA). In addition, TfL assists organisations who wish to voluntarily develop travel plans for the benefits which they offer, primarily through its Sub-Regional Travel Plan Coordinators and TfL Workplace Travel Plan Relationship Managers.

Transport patterns vary between inner and outer London and peaks obviously occur during the morning and evening rush hour; commuters travelling to central London tend towards public transport (87%) while those trips made in the outer boroughs are inclined to be by car (50%). Given that 55% of all car trips are less than two miles long there is clear potential for cycling and walking to replace some short car and public transport trips. CEN’s work in London through the ASTUTE project aims to directly address these issues, encouraging employees to overcome their stated barriers to walking and cycling by providing specific measures through a workplace travel plan. Whilst this might be considered an insurmountable issue for many, the average commuter bus journey (including coach and minibus trips) in London is 7.8km and the average journey by bicycle in inner London is 7.5km, which is only a 0.3km divergence.

Transport for London: Transport 2025 Transport Challenges for a Growing Citywww.tfl.gov.uk/corporate/about-tfl/publications/1482.aspx

In addition to high number of short trips and a relatively flat geography, London has more parks and green areas than any other city of a similar size in the world, making the journey to work by walking or cycling even more pleasurable. Given that 32% of London householders own a bike and only 3% have never ridden a bike there is great potential for London to realise its Walking and Cycling potential.

Walking and Cycling in London Many of the trips (46%) made by London residents are under a mile and nearly 85% are less than five miles. Most of all trips by car (55%) are less than two miles long. There is therefore clear potential for cycling and walking to replace some short car and public transport trips.

The London Walking Plan and the London Cycling Action Plan respectively are the strategic documents to realise this potential.

London Walking Plan 2004 The Plan seeks to increase the modal share of walking trips under two miles by 10%. It will achieve this by realising the following 6 Objectives which will increase the city’s walkability

1) Improving co-ordination and inclusiveness in the Walking Plan development co-ordinate delivery and further develop the plan to ensure pedestrians needs are being met

2) Promoting walking, to educate and inform the public, via published material and campaigns

3) Improving street conditions, draw up guidelines, develop integrated pedestrian networks and deliver improvements

4) Improving developments and interchanges develop guidelines and measures to improve pedestrian conditions at new developments and interchanges

5) Improving safety and security implement safety and security measures to help pedestrians

6) Plan delivery and monitoring: Timely delivery of the Mayor’s vision will require significant funding and resource input at the regional and local level.

London Cycling Action Plan 2004There are many other indicators suggesting that London has a high potential for being a cycling city. Bicycle ownership is high with approximately 1.4 million bicycles owned in London.  Around 32% of households in London own at least one bicycle. _ Most people know how to ride a bicycle. A recent survey of commuters at Waterloo station found that of 2000 individuals interviewed (all over the age of 16), only 3% had never ridden a bicycle. London’s geography is ideal for cycling, as Central London and many parts of Inner and Outer London are relatively flat.

Objectives of the London Cycling Action Plan:1) Introduce quality conditions on the London Cycle Network plus (LCN+)2) Increase cycle access, cycle safety and cycle priority 3) Increase cycle parking provision 4) Support innovative cycling schemes 5) Promote cycling and its status6) Incentives and support for target groups7) Increase mutual awareness and respect between cyclists, pedestrians and

other road users8) Promote cycle links and interchange schemes9) Optimise the contribution to cycling from other schemes10) Improve co-ordination and partnership

The Plan’s initial target of increasing cycling by 80% by 2012 has already been achieved.

3.6 Siracusa

Siracusa is a historic city located in the south-east corner of Sicily, right by the Gulf of Siracusa next to the Ionian Sea (south of Italy). It has a population of about 125,000 inhabitants and it is the capital of the Province of Siracusa. It is a city over 2,700 years old and it was founded by Ancient Greek Corinthians becoming a very powerful city-state in a short time. In the past, Siracusa was allied with Sparta and Corinth, exerting influence over the entire Magna Grecia area of which it was the most important city.

Today, the territory is made up of 21 local councils, organised around the City of Siracusa which has a population equal to around 30% of the whole province. The most expansion of the city in terms of population and economic grow has been in the 90s. Two urban centres (Siracusa and Noto) have been included in the World Heritage Sites by UNESCO, but there are also very important oasis and reserves of great environmental-naturalistic interest.

The prevalent economic and productive activities are: agriculture, fishery, diversified high quality handicraft, agro-food industries, petrol-chemical industries, with a great expansion in services field and tourism sector.

Although the problem of unemployment, Siracusa is living a positive transformation, especially in Ortigia, a baroque island (rebuilt and visited by many tourists every day) connected to the mainland through three bridges and containing part of the historical centre of Siracusa. The Municipality of Siracusa has developed, during the last decade, a series of composite programs of integrated and sustainable local development, such as the Programme of Urban Re-qualification for the Sustainable Spatial Development (PRUSST) at international level, the Territorial Integrated Programme (PIT) and the Territorial Pact (included Agenda XXI programme) at regional level.

Thanks to the ASTUTE Project and to the policies regarding pedestrian facilities, many actions of the municipality are focused on the use of public transport and on integrated strategies (such us park & ride facilities, ecological vehicles or Restricted Traffic Zones) to improve the circulation in urban areas, especially regarding the island of Ortigia. Examples on successful strategies from private companies and public authorities are displayed in the report of Agenda 21, developed also by the Municipality of Siracusa. Agenda 21 could be considered, with the Regional transport plans, one of the most important “external elements” that can help ASTUTE to achieve its objectives.

Modal share figures, derived by data published by ISTAT (National Institute of Statistics) shows that in Siracusa, in 2001, almost 77% of urban trips are made by private transport (car and motorcycles), about 4% by public transport (bus), and 19% by walking. Cyclists represent less than 1% of the total modal split.

car/van64,1%

motorbike12,4%

public transport

4,1%

walking18,7%

bicycle0,8%

The main measure adopted during the ASTUTE Project runtime is represented by the setting up of a technical methodology to increase the walking accessibility to the island of Ortigia, by reducing the use of private vehicles inside by means of adequate strategies of park pricing. The increase in walking accessibility has been obtained by the conjoint action of different measures:

reduction of car traffic volumes and intensity due to the institution of restricted traffic zones, to parking pricing and restriction strategies and to transit improvements (higher frequency, reduced or free tickets)

consequent reduction of concern about pedestrian safety reduction of acoustic and atmospheric pollution enlarging of limited traffic zones enhancement of pedestrian access to transit

The nature and entity of these actions must be considered just as the first step of a global process aiming to improve accessibility, which is to assure an adequate support to all land use activities of the urban area to all citizens using many available transport options. In fact at the present we are only treating with “countermeasures” tending to reduce the pressure of car trying to access the island which is linked to the main land by two bridges. Of course this pressure is the result of a global mobility context and consequently the next steps will have to face the problem with a systemic planning approach addressed to catch the interaction of land use, transport system and environmental protection of the entire urban area of Siracusa.

4 Description of all measures per city

4.2 Graz

1) Scheme Title: Who Rides the Bike Will be the WinnerBackground and Objectives Commuter traffic is causing the main problem in the urban transport systems. The existing road network and the public transport system are getting to its limit in the morning and evening peak times. To increase the rolling stock of the public transport system is quite expensive and therefore, not always an appreciated alternative. A much cheaper alternative can be provided by cycling. Studies have proved that especially for shorter distances people are more in favour of cycling than using the public transport system. The main reason for such behaviour can be explained by the fact that a person has greater flexibility in terms of time and destination planning.

Measures Implemented Cycling has a very high potential in the daily commuter traffic, which sometimes seems to be under estimated. But with the right framework for the infrastructure and a corresponding acceptance it can be increased to the main used transport mode. Besides good cycling infrastructure awareness raising and motivation campaigns are of high importance. Therefore, the awareness raising campaign “Who rides the bike will be the winner” was developed. The initial idea found its roots in Bavaria, Germany.Similar actions were carried out in Denmark, Norway and Switzerland.

How does it work? The motivation campaign is focusing on employees of companies. The employees should use as much as often their bike for their daily trip between home and work. Two people are forming one team, which will be able to participate in this competition. The competition only last for a certain time period of two months. It is advisable to select two months were you are expecting good weather conditions and not too many employees are on holidays. Therefore, we selected May and June. Each team got a booklet where it had to record their trips with the bicycle. Only teams that used their cycle more than 50% for their trips between home and work were qualified to participate in a final draw. All the teams that justified the set criteria were able to win one of over 70 prices, e.g. weekend trip for two persons into a spa or a € 750 voucher for a sports shop.

In 2007 561 teams with 1122 participants from 63 companies joined the competition. The main parts of the action were financed by the Province of Styria.

Conclusions and Monitoring After the implementation of the action a survey was conducted. The questionnaire of the survey was about three pages. The participants had two possibilities for filling in the questionnaire, they could either use a printed version or the online version. All in all 126 persons (11,3%) provided their feedback. One question of the survey was:

How did you like the action “ who rides the bike will be the winner”?59% very good39% good2% not very good

Did your team (2 persons) also cycle to work (before the action “who rides the bike will be the winner”)?

70% both24% only one person of the team6% non of the team

Will you continue cycling to work also after the action?92% yes8% no

Critical Success FactorsIt is very important to organise a final event, where all participating companies will be invited. This event forms a very good knowledge exchange opportunity for all participants and it is an additional possibility to promote the activity itself.

All teams justifying the criteria were able to win one out of 70 prizes. It is very vital to find enough sponsors for prizes. Prizes are very important as they form a cornerstone of the whole action.

The whole action should be accompanied by local media. It was supportive that two local newspapers supported the whole action and provided reports about different participating companies.

Mode (Walking, Cycling, Both)Cycling

Sector (Public/Private)Private

ASTUTE Barrier – List all relevant Main and Sub Barriers (see below)Lack of Infrastructure and supportLack of facilities of bike using (loaning, storage and repair facilities)Lack of Public Sector SupportLack of appreciation of the value of marketing campaigns

2) Scheme Title: Involve Citizens in the Planning of a Green Network / Green Network for Graz

Background and ObjectivesOver 560 kilometres long, the Graz Green Network extends over the entire metropolitan area. It interconnects play areas and parks, links them with the residential areas and connects Graz city centre with the surrounding countryside. Nature becomes present and tangible throughout the whole city. New settlements and roads are developed– old quarters are redeveloped. As a result, green and open spaces are exposed to constant pressure. Special measures are necessary to ensure that parks, play areas, open spaces, individual trees, avenues and front gardens are not swallowed up by “creeping” development. With the publication of its Urban Development Concept back in 1980, the City of Graz already proposed a series of measures to protect the city's green space. In the mid-nineties the green space thematic programme was incorporated into the municipal policy work programme.

The Graz Green Network is the logical continuation of the City of Graz's commitment to protecting the green space. It uses green routes and green elements to interlink existing green and open spaces into a systematic network covering the entire metropolitan area. Individual green areas are placed in relation to the city as a whole, and their importance underlined. Many sections of the Graz Green Network are not yet in place on the ground or do not yet fulfil all functions required of a green network.

The Graz Green Network should therefore be seen as a model for the longer term which serves as a basis for the work of the city's urban planning department.

Measures ImplementedThe Green Net Graz is a strategy paper to reveal ecological shortcomings and those in traffic and to define a clear medium to long-term plan for future urban development.

Furthermore the Green net is a long term concept consisting of many different individual projects which will be implemented step by step depending on the available budget.

One of the first implemented projects was the extension of the “Mur - promenade”, in direction to the south. The “Mur – promenade” is a foot path along the river Mur. The river flows through the city. Due the extension, a 1 km path is now walkable, which was implemented and constructed under ecological and handicapped accessible aspects. The opening of the Promenade took place in June 2008.

Further projects are the purchase of green space, and parallel to other construction measures as maintenance and repair of streets the setting of green elements, green stripes or corridors by planting trees and bushes as well as the development and forming of green axis with a lot of green areas and the connecting of paths and bicycle lanes.

Important for the project is the promotion and public relation work on Green Net Graz, by brochures, folders and articles in newspapers, which was done with the support of the ASTUTE project.

Problems Encountered if anyFinance ability – particularly with regard to purchase of missing real estate, to link up green spaces and corridors as well as the purchase and assurance of easements, servitudes rights for the City.

Critical Success FactorsThe concept / model for the protection of green space is a basis for further urban planning, to prevent and preserve green spaces and to develop a linked up green net.

The Green Net was developed using GIS. It is therefore easy to find out if part of the Green Net is affected by planning in the city. This should guarantee the implementation of the Green Net in stages and also ensure that existing elements do not disappear.

4 factors makes the project successful: Interlinkage function: Green routes, avenues, traffic-calmed streets and

pathways alongside streams and meadows are a pleasant, healthy and safe way of getting from e.g. home to the nearest park or shopping facilities, to school or to work. More and more often, it's possible to leave the car at home. The Graz Green Network encourages people to use eco – friendly modes of transport.

Recreational function: The Graz Green Network offers city – dwellers “recreation right on their doorsteps”. Like parks, sports facilities and play areas, green links and green routes can also be used for walking, cycling or jogging. The inhabitants of urban districts with fewer green spaces can recover from the stress of everyday life without having to undertake “major

excursions”. Ecological and climate - regulating function: The Graz Green Network

enlarges the habitat for animals and plants. It links together the city's “green islands” and improves air circulation. Even smaller green links have a positive impact on the surrounding climate. Trees provide shade and filter dust particles and pollutants from the air. Rainwater can seep away naturally.

Urban design function: Green lends structure to the various parts of a city; it makes places and local situations unique and unmistakable and thus enhances people's sense of belonging to their city. Avenues and rows of trees, for instance–as particularly eye - catching green elements in the cityscape– not only make streets and districts more attractive, they also help people get their bearings and find their way around.

3) Scheme Title: Promotion Materials and Awareness Raising StrategiesBackground and ObjectivesSince the 80s the city of Graz has started to implement a sustainable, environmental friendly, city – compatible traffic concept based on the principle of “Gentle Mobility” is aimed to preserve Graz as a city of worth living in and to enhance the quality of life for all people. To mention some important projects, Graz was the first city in Europe to implement a speed limit of 30kph for the whole city area (except roads with priority), has a strict parking management as well as park and ride places at the city limits. Graz has one of the largest pedestrian zones in Europe of similar sized cities and has the first Austrian Mobility Centre. Extension and improvement of Public transport, expansion of the bicycle network are further projects.

But implementing and transferring of projects and measures is not enough to change people’s behaviour towards sustainable mobility. All projects were accompanied by intensive campaigns and public relation works.

There are many different approaches used to raise mobility awareness and achieve more sustainable behaviour.

One of this projects are to give adequate information on walking and cycling by promotion material and by organizing awareness rising events like the yearly organized car free day or the bicycle action days.

In 2000 the first Car Free Day in the City was organized. In 2008 it was supported by the Project ASTUTE. For the event one of the main roads to the inner city was closed. That way the initiative increased sufficient notability and attention.

The Car free Day is a day full of activities taking place in the street. In this day the street is really for the people.

The broad and diverse programme included activities such as organised walking and cycle tours, bicycle service and coding (registration of bicycle for theft protection), information stands of different companies and city departments which informed on all sorts of public transports possibilities, on environmental vehicles and health. Many active and interactive actions from acrobats to artists and special actions like mobility games for children and much more were presented. Graz guides, a group of tour guide, did special guided walks in the city and especially in the closed street, where the CFD happened.

Measures ImplementedAdditional to the yearly organisation of the Car Free Day and Bicycle Actions days,

the City promoted “Gentle Mobility” projects, walking and cycling by developing several promotion materials like brochures and leaflets and developing and organising special thematic walking and cycling tours in the City. The programme of the different guided tours was advertised in the City own newspaper and leaflets were distributed and disseminated in the tourist information office and in several public buildings.

New walking and hiking maps for the surrounding “Plabutsch / Buchkogel” were developed. The maps inform about new walking routes and leisure activities in the area of the City, which are all reachable by public transport and walking.

Further projects to show the walkability of the city are in the production and dissemination of a new city guide with new walking routes in the historical part of the town, that belongs to the UNESCO WORLD heritage area.

For better information on the most important public transport stops, thirty stops were equipped with surrounding maps, which give information on public transport, containing more comprehensive and additional information on connections of footpaths, on sights in the UNESCO World Heritage site and on important public buildings.

Critical Success FactorsPromoting walking and cycling improves health, reduces congestion and emission in the city and improves the vitality of the streets.

Besides implementing hard policy strategies, like construction measures, it is very important to promote soft policy strategies or measures like Mobility Management and Travel Awareness. Lack of information on how to reach destinations safety, lack of information about walking and cycling routes are often reasons for not to use sustainable forms of mobility. Marketing and promotion of action like new walking maps, and guided walking tours citywide is a way to encourage people to show alternatives to private transport and to increase mobility skills.

4) Scheme Title: Extend and Enhance Bicycle Training by Special Marketing and Awareness Measures

Background and ObjectivesCommuter traffic is causing the main problem in the urban transport systems. The existing road network and the public transport system are getting to its limit in the morning and evening peak times. To increase the rolling stock of the public transport system is quite expensive and therefore, not always an appreciated alternative. A much cheaper alternative can be provided by cycling. Studies have proved that especially for shorter distances people are more in favour of cycling than using the public transport system. The main reason for such behaviour can be explained by the fact that a person has greater flexibility in terms of time and destination planning.

Measures ImplementedCycling has a very high potential in the daily commuter traffic, which sometimes seems to be under estimated. But with the right framework for the infrastructure and a corresponding acceptance it can be increased to the main used transport mode. Besides a good cycling infrastructure, awareness raising and motivation campaigns are of high importance. Therefore, the awareness raising campaign “Who rides the bike will be the winner” was developed. The initial idea found its roots in Bavaria, Germany. (More details listed above for Scheme 1.)

Similar actions were carried out in Denmark, Norway and Switzerland.

How does it work? The motivation campaign is focusing on employees of companies. The employees should use as much as often their bike for their daily trip between home and work. Two people are forming one team, which will be able to participate in this competition. The competition only last for a certain time period of two months. It is advisable to select two months where you are expecting good weather conditions and not too many employees are on holidays. Therefore, we selected May and June. Each team got a booklet where it had to record their trips with the bicycle. Only teams that used their cycle more than 50% for their trips between home and work were qualified to participate in a final draw.

All the teams that justified the set criteria were able to win one of over 70 prizes, e.g. a weekend trip for two persons to a spa or a € 750 voucher for a sports shop.

In 2007 561 teams with 1119 participants from 63 companies joined the competition. The main parts of the action were financed by the Province of Styria.

Conclusions and MonitoringAfter the implementation of the action a survey was conducted. The questionnaire of the survey was about three pages. The participants had two possibilities for filling in the questionnaire, they could either use a printed version or the online version. All in all 126 personsn (11,3%) provided their feedback. One question of the survey was:

How did you like the action “ who rides the bike will be the winner”? 59% very good 39% good 2% not very good

Did your team (2 persons) also cycle to work (before the action “Who Rides the Bike Will be the Winner”)?

70% both 24% only one person of the team 6% none of the team

Will you continue cycling to work after the action? 92% yes 8% no

Critical Success FactorsIt is very important to organise a final event, where all participating companies will be invited. This event forms a very good knowledge exchange opportunity for all participants and it is an additional possibility to promote the activity itself.

All teams justifying the criteria were able to win one out of 70 prizes. It is very vital to find enough sponsors for prizes. Prizes are very important as they form a cornerstone of the whole action.

The whole action should be accompanied by local media. It was supportive that two local newspapers supported the whole action and provided reports about different participating companies.

5) Scheme Title: Bicycle Training for Pupils in Real Traffic Environment

Background and Objectives In Austria only children aged 12 and over are allowed to ride bicycles in real road traffic (without adult escort) unless they take a non-compulsory cycling exam at the age of 10. These exams usually take place in safe training areas where there is no real traffic. The children don’t get used to cycling in a real traffic environment.

Therefore, Austrian Mobility Research (FGM-AMOR), supported by the city of Graz, launched a school project which aimed to convey the basics of road traffic to the pupils. What was special about this cycle training was that the training sessions did not take place in safe areas but in a real traffic environment!

Measures Implemented The cycle training starts with a first test in the school courtyard: The children’s psychomotoric abilities are tested. Only after this first test does the cycle training start in a real traffic environment: The children practise riding the bike in real traffic conditions under the instructions of a trained team of cycle coaches. Before the start of the training sessions children usually believe that they have to stop and make way for cars as soon as a car approaches them from behind. The cycle training teaches them to keep in lane visibly, to keep a distance from the curbs and to not be afraid of occupying space on the road. The children practise in areas with reduced traffic and on cycle paths, they learn how to pass crossroads and how to turn left at junctions.

The training helps to enhance the children’s self-confidence and makes them responsible and conscientious road-users. After the practical training sessions the experiences made during the training are discussed and consolidated in class. 40 schools participated in the cycle training in the years 2006-2008. This activity was strongly supported by the ASTUTE project.

Information about the cycle training for children is available on the web site: www.radfahrtraining.at. Thanks to ASTUTE, certain parts of the web site were updated (e.g. new cycle exercises, including pictures for better understanding, were uploaded).

Several promotional activities were organised as complementary action. E.g. A press conference was organised on the 16th of May, 2007. At this press conference three city councilors of the City of Graz and the councillor of the Province of Styria, who is charge of transport issues, participated. Various articles were published in local daily newspapers (e.g. Kronen Zeitung, Kleine Zeitung) and weekly and monthly magazines (Grazer Woche, Journal Graz). In April 2008 the first Styrian cycle fair was carried out. During this cycle fair the concept of the cycle training was well presented.

Conclusions and Monitoring In 2007 it was the first time that the whole cycling training was evaluated by an external institution, namely by the Institute of Sport Science, University of Graz. A survey among 1113 pupils of 40 primary schools was carried out. Some of the questions and results are listed below:

How do you find the cycle training?76% “It was cool and made a lot of fun.”8% “I have learnt a lot during the cycle training.”4%...”Training staff was very nice.”2% “I did not like the training.”2% “I liked riding on the streets.”2% “I think cycle training should be carried out more often.”

2% “The cycle training is a very good practise for the cycle exam.”2% “It was to cycle with the cycle trainers, the exercises were well explained.”1% “I liked the exercises in the school yard”.1% “Exercises in the real traffic environment were complicated.”

Another important survey shows the impact of the cycle training on the cycle behaviour of the pupils.

Before the cycle training, pupils achieved the following score: 19% very good, 34% satisfying, 47% unsatisfying. After the cycle training the score increased: 24% very good, 42 satisfying, 33 unsatisfying.

Critical Success FactorsThe cycle started in 1995. It began with only a few classes and very limited resources. Since that time the cycle training has constantly grown and also the quality has constantly increased.

It is carried out by a professional and reliable team of cycling trainers, which forms the basis for a successful training of the pupils.

In the last years, cooperation between Austrian Mobility Research and the University of Graz was established. While Austrian Mobility Research is charge of the content, demonstration and quality; the University is in charge of the monitoring activities. Therefore, the whole training will be continuously reflected from an external group.

The city of Graz appointed a so called “cycle coordinator”. This person is paid by the city and is in charge of all city wide cycling activities. This person also got some budget allocated for all city wide cycling activities. It is a big advantage that such a person is able to do some lobbying also on city level. The cycle training costs money, which is mainly paid by the city. The cycle coordinator can help enormously overcome this barrier.

The cycle training takes place in real traffic environment. This is quite a new approach and makes pupils more self confident in the real traffic environment.

Mode (Walking, Cycling, Both)Cycling

Sector (Public/Private)Public/Private

ASTUTE Barrier – List all relevant Main and Sub Barriers (see below)Lack of Education and TrainingLack of cycling and bicycle maintenance skills

Safety and Security ConcernsUnsafe routes for cycling/walking

4.2 Budapest

1) Scheme Title: Biking route at South-Buda: Think Network! (Budapest, 11th District) – Biking Route With Low Budget

Background and Objectives

Transport in South-Buda, a densely populated area, has never been easy with all the hills and valleys. The construction of Metro line 4 and the lockdown of Freedom Bridge for reconstruction made it especially tedious. It’s no coincidence, therefore, that the cyclists – who can adjust more easily to the changed circumstances – are becoming extremely frequent here.

A new bicycle lane was planned from Gazdagréti housing estate, then along the Hamzsabégi Road to connect to the bicycle lane towards Danube at Dombóvári Road, touching the Etele Square (the future metro terminal), and also going North to Móricz Zsigmond Roundabout.

This generous plan had to be modified for many reasons. The area around Etele tér is under construction. Similar scale constructions started at Móricz Zsigmond Roundabout for a new shopping-mall. In addition, one mustn’t forget the financial difficulties of the district’s local government.

Measures Implemented The solution proved to be the usage of existing elements, the building of a network according to current possibilities.

The bicycle lane at Dombóvári Road was lengthened from Budafoki Road on the Northern side of the railway lines with the building of a new bicycle lane-section. The circa 250 metre long section made it possible to connect the bicycle lane towards the Danube riverside.

Small section is led at Hamzsabégi Road, between Szerémi Line and Fehérvári Road, which is suitable for cycling as it has calm traffic

The crossroads at Fehérvári Road had been made in a way to be safe for pedestrians too. Although traffic lights weren’t placed there, the crossroads inspire co-operation and communication between the participants of traffic.

From Fehérvári Road to Bartók Béla Road, the cyclists can use the already existing promenade. It’s especially pleasant in the summer to ride under the trees, where even a drinking fountain can be found to serve the cyclists.

The Tétényi Road – Karolina Road – Bartók Béla Road – Hamzsabégi Road junction has been reconstructed, to become safer and more usable for the cyclists.

At Bartók Béla Road bicycle lanes had been built years ago, the markings here have been renewed, and new signs catch the drivers’ attention as well.

Conclusions and Monitoring The present position can be viewed as temporary, for many elements of the route are still missing. At the same time, however – thanks to thinking in network, connecting the existing elements – the densely populated areas of the city have become bicycle-compatible.

According to the traffic counts of 2006 and 2008 (Hamzsabégi Road, and Bartók Béla Road, made by ASTUTE), the number of cyclists has grown by 300%, and 212,5%, which is a much faster increase in number of bicyclists than the average.

Critical Success FactorsLocal government made the area “bikable” by connecting existing elements and only a few new bicycle lanes have been built. This resulted in a low budget solution, and in the same time a quick rise in the number of bikers.

Mode (Walking, Cycling, Both)Both

Sector (Public/Private)Public

ASTUTE Barrier – Main and Sub(s) (see below)Inadequate urban environment and design

2) Scheme Title: Cinkota: Awake Emotions! (Budapest, 16th District) – Development of Walking Facilities and Area Reputation

Background and Objectives Cinkota, the suburb area of Budapest, dominated by family houses with pretty gardens, has a history many centuries old. The old buildings are basic for the area centre renewal program, for a walking street, which should serve as a meeting point, forum, and event square.

Presently the street, where the walking area is planned, is used by transit traffic: the big lorries mean huge noise and air pollution, and a significant resource of accidents.

Measures Implemented The conceptions of the area centre were introduced to the public on a residential forum in the Cinkota Culture House, on the 2nd of July 2007. The participating citizens were quite shocked to hear the results of the recent traffic count made by ASTUTE.

According to the results, on a sunny summer day, during 30 minutes in the morning, 4 motorcycles, 205 cars, 35 large vans, 38 small vans, 8 lorries and 7 buses passed on the street. The really shocking thing was that although it is looked upon as a garden house area, only 14 pedestrians walked by, and the number of trucks was twice the number of bicycles – for during the half-hour, two trucks went by and only one (!) bicycle.

After hearing these results, residents gave voice to their emotions, asking for the reduction of passing traffic on the street. It was discussed that due to the noise, dust and risk of accidents the ban of heavy load vehicles following the opening of the M0 bypass highway is not only necessary, but possible, too.

Conclusions and Monitoring The above mentioned residential forum had great effects:

The licence plan for the constructions is finished, and the necessary authority approval has been obtained.

Special regulating plan has been made for Batthány Ilona Street so that the appearance of the street, the fronts of the houses will not be unrestrictedly over-constructable, and so can retain its original, village-like character. This regulation plan has already been accepted by the representative body of the local government.

The necessary financial support for the renovation of the street has been promised by the representative body in the annual budget of 2008. At the same time, the district has applied for a tender focusing on increasing tourism as well.

Municipality of Budapest promised all help for curbing transit traffic in the area after the opening of the MO bypass highway.

Critical Success FactorsFor a greater activity in the planning process, and especially during the residential forum, people must be involved emotionally. The provocative way of showing the results of the traffic count (by ASTUTE) could make the job: people recognised that in a family-garden area the number of walkers and bikers should be much higher, while the number of lorries and vans should be about zero.

Mode (Walking, Cycling, Both)Both

Sector (Public/Private)Public

ASTUTE Barrier – Main and Sub(s) (see below)Inadequate urban environment and design

3) Scheme Title: Kamermayer Square: Stir up the Stillwater! (Budapest, 5th District) – Development of walking facilities and area reputation

Background and ObjectivesKamermayer Square shows the colourfulness of Budapest on a minuscule scale. Here we can find baroque, classicist, neo-renaissance, “pre-modern” and modern buildings. Some say Kamermayer Square owes its Italian atmosphere to its irregular layout and diverse buildings. The street running into it, Vitkovics Mihály Street, has a lively pedestrian traffic – not just because of its many little shops, but owing to the passage court of the Röser-house, which opens straight onto the Károly Ring Road.

At the same time the square did not have good reputation: most of the people walking through did not recognise that they have passed a square. The square, or piazza is dominated by parking cars.

Aim of the events was to call public attention to the Needs of walkers Possible innovations and developments Values of the square

Measures ImplementedScribble Party 2006The event was organized by Urbanissimus Association and ECORYS Hungary Ltd. The foremost result of the event was that the participating famous city developers and architects, together with the resident citizens, entrepreneurs and tradesmen, started thinking together about how Kamermayer Square should look like. As it is an inner city area, it has many expectations to live up to. However, everyone agreed that this Sleeping Beauty of a Square has infinite possibilities.

May, 2007: The First Kamermayer PicnicThe newly-born Kamermayer Project Association decided that it is time to show the riches of the area to the outside world. The idea was that once a week Kamermayer Square could host a high quality food-market, which could popularize the area among the residents and tourists alike, and also, could help provide for the people living there. The event was successful beyond all expectations; which was shown not only in the high number of visitors, but in the really good atmosphere, as well.Conclusions and MonitoringThe reformation of Kamermayer Square has been one of the chief aims of the local government for years. At the same time, other projects constantly win priority – either

because they are connected to the “Heart of Budapest” program, or to the construction of Metro line 4.

The process started on the Scribble Party led to the co-operation between the resident citizens, the tradesmen, the entrepreneurs and the architects.

The transport plan is ready, the Capital has accepted it, the architectural plan of the Square has also been finished, the Réthy-palace has been completely renovated, a hotel has been opened; there’s a new shop on the square, another shop has renewed its display. The rooms within the building of the Budapest Municipality overlooking the square are also being put to use.

We can safely state that it has become a tradition to celebrate the square with the so-called Kamermayer Picnic event in May, on the one hand because Károly Kamermayer, first Mayor of Budapest, was born on the 14th of May, on the other hand because Károly Gerlóczy, city politician, was born on the 18th of May.

Critical Success factors Involvement of shopkeepers, banks, theatres etc in the neighbourhood Having a leader among local retailers Involvement of Urbanist experts

ModeWalking

SectorPublic

ASTUTE BarrierInadequate Urban Environment and Design

4) Scheme Title: Mátyás tér (Mathias Square): Include the locals! (Budapest, 8th District) – Development of Walking Facilities and Area Reputation

Background and Objectives Mátyás Square lies in the geographical centre of Józsefváros (district 8). As the square is strongly connected to the living areas, it has utmost importance in forming a kind of local identity; activity here can have a deep impact on the poorest and most ravaged area of Budapest.

The area is densely populated; it’s characterised by the run-down architectural, physical and natural environment. The locals are mostly unemployed and, for the most part, uneducated.

Measures Implemented Measures include:

In October 2005 a social city-rehabilitation project has commenced in the district, during which the renovation of the public spaces have enjoyed special attention. The ASTUTE project is connected to the Greenkeys (Interreg IIIB project sponsored by the European Union, Urban Green as a Key for Sustainable Cities), which activity relies permanently on the including of locals.

The development company of the local government, Rév8 started to introduce

the renovation program of Mátyás Square in October 2005. They made information booklets and brochures, and used many questionnaires and advertisements in local newspapers to find out about the needs of the locals. 80% (!) of them said that they would be willing to undertake community service both in creating and in sustaining the changes. The work was helped by a city university and the finished model plans were introduced and discussed on forums.

Conclusions and Monitoring According to the elaborated plans, social institutions will stand next to the square: a school, a community centre, and bases of civil organizations. These and the renewed green areas will provide Mátyás square with new functions.

On the 27th of October and 10th of November 2007, a community planting program was organised, where thousands of plants were planted, thanks to the service of the many participating locals. There were also representatives of the local government, civil organizations and university students as well.

The renovation of Mátyás Square was finished in the spring of 2008. The ceremonial presentation took place on the 22nd of April, Earth Day. Locals are still involved into the sustaining of the park.

Since the opening of the park on Mathias Square, investors and retailers obviously show greater interest in possibilities in the area. A new house is about to be opened and an international retail chain plan to open new supermarket at the corner of the square.

Critical Success FactorsDuring the whole project, from designing to carrying out, locals, civil organizations, educational institutions were involved. In order to secure the high quality of the professionals, close co-operation was held with the Budapest Corvinus University Landscape Architecture Department, and other civil organizations.

Mode (Walking, Cycling, Both)Walking

Sector (Public/Private)Public

ASTUTE Barrier – Main and Sub(s)Accessibility and Health

5) Scheme Title: Radical Walkers (Radikális gyalogosok, RAGYA) – Flashmob Demonstration in Budapest

Background and Objectives Walking does not gain proper support in Budapest, capital of Hungary, actually in most cases it is not considered as a real mode of transport. Hungarian transport management is still too car-oriented, which is reflected in the functions of public squares. Needs of public transport and biking are more or less taken into account but, without a doubt, car traffic has priority – which is obvious when watching the rhythm of traffic lights.

The “Radical Walker” demonstration was organised by a very mixed group of NGO activists. One of the organisers has asked about the definition of a “Radical Walker”,

he answered: “A Radical Walker is a human being who tries to be a simple walker but he can not be.”

Measures Implemented The demonstration for the interests of walkers had to be organised in a junction who is well-known, which is not considered to be safe and attractive. Thus Andrássy Avenue – Bajcsy-Zsilinszky Avenue junction has been chosen. Nobody asked why the organisers were unsatisfied with this facility, as locals call these kinds of zebra crossings “Darwin” crosses: ones who are not fast enough can be easily endangered. It was also obvious that because of the huge traffic, police will not permit any demonstration here. That is why flash-mob action has been organised.

The flash-mob form of demonstration was pretty new in 2006 in Hungary; it means that simple walkers suddenly form a demonstrating crowd and after a very short time they suddenly disappear. The advantage of this form is said to be that as police do not have any tools against it, it needs no permit.

Reality is a bit different: in most cases police know about flash-mob actions and have tools against them, which can be used, when wanted. The real question is if the police want to take action.

About four hundred demonstrators took part on 17th of May, AM 17:00. The voluntaries distributed 110 gasmask and flowers for participants to sign that all the action is peaceful but determined.

One of the organisers cried into the loud speaker: ”I kindly ask all participants to WALK and feel as a very kind WALKER.”

Conclusions and Monitoring The organiser environmental activists were surprised by the hot reaction of the society (high number of participants and hot reaction of media), and planned to establish an organisation for representing the interests of walkers. Until now it is not established.

The young guy with the loud speaker was the only person who had been arrested by the police. Breaching procedure has been launched and the 50 000 HUF penalty has finally been paid by all the organisers together – partly from a separate donation action and partly from the income of the sold “Radical Walker” T-shirts.

Needs of walkers are more and more taken into account, especially during reconstructions and city-regenerations. In the last year, new zebra crossings with traffic lights were established, where it used to be considered impossible beforehand. For example new zebra crossing with traffic lights has been established at the Lehel Market on Váci road, or on Blaha Lujza Square at the tram stop.

Critical Success FactorsMedia reacted very well to the action, one of the participants said that “there was one journalist and one photo maker to every participant”. Maybe this is because many of the journalists have experience on crossing a zebra when cars are still coming from the sides. The Radical Walker demonstration was reported on all major TV channels and newspapers – in very different ways.

Some journalists emphasized that urban traffic is too car-oriented, and many times walker’s crossings are not safe enough. In some cases this has been admitted by the

interviewed experts; one dispatcher of the traffic control office pointed out that traffic lights are harmonized for giving enough time for crossing the streets but admitted that “patience of the drivers is also needed”.

Other journalists emphasised the flash-mob character. Some started serious studies if the demonstrators were “dreamers, Ghandian world-rangers, 68-er rebellious, or just simply anarchists”. The ideological sentence of the action has been summarised by one of the organisers: “Considered its social effects, walking is the noblest one. Does not need any tool, expert, worker. No exploitation. God implants it into all of us. Benefits to soul and body. Decreases Social Insurance costs, the attentive role of the state. Especially suggested for anarchists.”

Police not only knew about the action and tolerated it, but the traffic lights were switched off, the traffic was managed by a policeman, and at the very first appearance of the demonstrators the car-traffic was stopped.

Mode (Walking, Cycling, Both)Cycling

Sector (Public/Private)Public

ASTUTE Barrier – Main and Sub(s) Poor Public Perception and Lack of Awareness

6) Scheme Title: URBITAL MayDays (URBITÁLIS Budapesti Urbanisztikai Majális – Urban Events in Budapest: Festival in the City

Background and Objectives On the one hand urbanists and experts of local governments experienced that people do not really know their city, know very little about the management of a metropolis, and as they do not know the “urban legends” of the city, they can hardly like it.

On the other hand there are great exhibitions, lectures, disputes organized on urban issues, but usually they cannot gain proper public attention, media and marketing.

URBITAL MayDays wanted to organise marketing for urban events together. The aim was to align all exhibitions, lectures, film shows, disputes, guided tours etc. together, and organise a program booklet, homepage and press conference together.

URBITAL MayDays did not want to answer complex and far-reaching questions but wanted to motivate residents of Budapest to think about these issues.

Measures Implemented Urbital MayDays had 203 events in the first year, on around 160 sites around the city. Organisers of events were

Local governments NGOs Movie theatres Shopping Centres Museums Cafés Schools Public service firms

Investors Interested persons Etc.

Among the events there were a high numbers of programs dealing with transport issues, which reflected that the transport issues are one of the most important ones nowadays in Budapest. Some of these were:

Open day in Kelenföld Bus Shed Open day at Hungária Tram Shed Exhibition on urban traffic at Szentendre Museum Family day at Millenáris” Sport spot for cyclists Introduction of the new cyclists soncept Exhibition of old postcards in ÁRKÁD shopping center Exhibition on the story of the famous IKARUS type buses Slide show and discussion on Carfree Cities Road fee: experience of Stockholm, adaptation of Budapest – slide show and

dispute Workplace Travel Plan: new tool for managing transport issues– slide show

and dispute Walkability– slide show and dispute Introduction of plans for walker’s promenade – slide show and dispute Archive films about the story of transport in Budapest – movie event Renewal of public squares: streets around Opera House – slide show and

guided tour at site Open day at FŐVINFORM (traffic managing body) Open Day at the metro stations of the 4th metro line under construction Etc.

Conclusions and Monitoring URBITAL MayDays was successful in the first year (2008) above all expectations. Programs joined all the time and some events were so popular that it almost seemed to be too crowded.

After the summarising of the first year experience next day, URBITAL MayDay will have a focus, which in 2009 will be the River Danube. This issue may include investments along the river, nature reservation, water sports, landscape issues, transport issues on riversides etc.

Critical Success Factors Joining URBITAL MayDays can offer great opportunity for marketing for

NGOs and for local government programs too. It also meant good opportunity for profit oriented organisations such as shopping centres, cafés and others.

Eye catching name (URBITÁLIS Majális) Possibility for celebrating the city

Mode (Walking, Cycling, Both)Both

ASTUTE Barrier – Main and Sub(s) Poor Public Perception and Lack of AwarenessAny Other CommentsFor further information please contact Studio Metropolitana (www.studmet.hu )OrHomepage of URBITAL MayDays (www.urbitalis.hu )

7) Scheme Title: Critical Mass Budapest – Separate and then Mingle with the Crowd

Background and Objectives Critical Mass is the name of a world wide well known urban bicycle march, organised on the last Friday of every month.

The name came from America and refers in this case to the fact that because of the heavy car traffic the non-motorised travellers (walkers and bikers) can often only cross car’s way if they reach a certain number, a critical mass.

The concept of critical mass was first adopted to transport issues by Ted White, in his document film titled “Return of the Scorcher” 1992.

The first march called Critical Mass (shortened CM) was organised on 25 September 1992 in San Francisco, it had 48 participants. At the regular events more and more bikers showed up, and within half year they had 500 participants. Seeing this success other cities started to organise similar events too.

In New York the authorities first liked the initiation, but after a while they introduced regulations for curbing the biker’s march, on 27 August 2004 within the frame of a police action, arrests and bicycle confiscations were taken in big numbers. Film reports this title “Still We Ride”.

Recently peaceful marches are taken in hundreds of cities worldwide, often every month, sometimes attracting thousands of people for a bike ride.

Measures Implemented In Budapest many NGOs have organised bike marches since the change of

regime (1990). On 22 September 2004 on the Carfree Day the active groups have organised the “Critical Mass Budapest” demonstration. It had about 4000 participants. Since then In Budapest, capital of Hungary, two greater marches are organised, one on Earth Day (22 April) and one on Carfree Day (22 September). These greater marches are organised on weekend days, while the whole track is separated from car traffic with the help of the police. The participants often lift their bikes over their heads, which is a very spectacular way of calling attention to the importance and often negative situation of this mode of transport.

The second event was on Earth Day (22 April 2005), when 10 000 participants marched, which was also one of the biggest civil, independent demonstration in the history of Hungary.

On 22 September 2005 a demonstration was organised not only in Budapest but also in other cities of the country: in Debrecen, Győr, Hajdúböszörmény, Orosháza, Pécs, Szeged. In Budapest, this time, it became a problem that the participants technically covered all the 16 km march.

On 22 April 2006. 30 000 participants took part, and for the first time in the history of CM, the president of Hungary, Mr László Sólyom also took part in the demonstration on his bike.

In the autumn of 2006 the demonstration had been cancelled due to the political situation. In other cities, like Győr, Pécs and Szeged more than 500 bikers marched, and hundreds of others rode in another 9 cities of Hungary.

By the effect of the cancelled march some decided to bike together on the last Friday of every month. This event is, of course, free for everyone and bikers can join at Hősök tere (Heroe Square) for a nice ride.

On 22 April 2007 about 50 000 bikers took part. In many other Hungarian cities the number of participants was over a thousand. That was the greatest biker march at that time. In 2007 minor settlements also joined the march, like Berettyóújfalu.

On 22 September 2007, 30 000 bikers marched in Budapest.

On 20 April 2008, 80 000 bikers marched together, being the highest number of all time.

On the 22 September 2008, the first time the march was not organised along a separate route but together with the traffic flow. Thus, the organisers wanted to organise that cycling is not an extreme sport and not a kind of expression of deviant ideas but a normal mode of urban transport.

Problems Encountered if any In some cases the Critical Mass was so popular that the crowd of cyclists covered the inner city, causing extreme traffic jams and generating heavy opposition from car users. Later the organisers tried to find routes where crowds of thousands of cyclists could not cause such traffic jams.

Conclusions and Monitoring Although Critical Mass is not a certain organisation, not organised by one single NGO, but rather a common container, it has great role in bringing together the members of the biker society: new friendships were taken, new trends were launched, new documents were elaborated. CM has a great role in representing biker’s needs towards the decision makers.

Critical Mass Budapest is very well known now in Western Europe, some says that it is even more respected there than among Hungarian decision makers. It is said that western European cities are envious of the Budapest Critical Mass as here in Budapest there is such an obvious demand for cycling infrastructure, and campaign for recruiting modal shift towards cycling is not needed.

Critical Success FactorsCritical Mass in Budapest was always impartial, separate from any politics and from profit oriented firms too.

Critical Mass Budapest is not a separate organisation, it is not organised by a certain NGO, but greater groups of people organised by Critical Mass’s homepage (www.criticalmass.hu ) Thus the more the event is popular the more people get involved into the organisation. For example hundreds of volunteers helped guide the march, and their only benefit beside the experience and adventure was the special CM T-shirt.

Mode (Walking, Cycling, Both)Cycling

ASTUTE Barrier – Main and Sub(s)

Poor Public Perception and Lack of Awareness

Any Other CommentsFor further information please visit homepage of Budapest Critical Mass (www.criticalmass.hu )

8) Scheme Title: Sitting Stones – Make Walker’s Area More ComfortableBackground and Objectives Sitting Stones are very simple to make but every piece can be ornamented differently, thus can give a unique atmosphere to the place. The construction procedure is all-environment friendly and children or local people can easily take part in the work.

The inner part of the sitting stones involves a group of used empty plastic bottles, thus it is also a form of recycling. This is surrounded by a kind of liquid stone, similar to clay, but containing a rough ground powder of plastic waste. This dough is pressed around the plastic bottles, and together can shape any kind of forms. Dragons and crocodiles have been produced, while the most simple and common shape is a hemisphere. In four days time it is dry and ready for painting by environment friendly colours. Finally all is given a coat of lacquer. The technology and the special material is copyrighted. www.pilleko.hu

Measures Implemented Sitting stones has been built for example:

Budapest, 8th district, Mathias Square (Mátyás tér) Budapest 2nd district Millenáris Park Budapest 3rd district ERICSON office Budapest 18th district Havanna Housing Estate Miskolc city, school of disabled children (involving them into the work) Budapest, Museum of Ethnicity (8 meters long crocodile) Etc

Conclusions and Monitoring The design of the public places has a critical role in the renewal of streets and squares. Tailor made street furniture can greatly emphasize local identity, or can meet the demands of public institutes like schools or even profit oriented offices.

Critical Success FactorsWalking can be helped by making public places more comfortable. By making different, unique street furniture, the local identity can be emphasized.

When local people, especially local children, are involved in the construction procedure of street furniture, local ones will like and respect the outcome. Local schools can be involved easily.

Mode (Walking, Cycling, Both)Walking

Sector (Public/Private)Both

ASTUTE Barrier – Main and Sub(s) Inadequate urban design

Any Other CommentsFor further information please visit homepage www.pilleko.hu

4.3 Dublin

Aim 1: Promote Alternative Modes of Transport to EmployeesPromotion of alternative modes of transport to employees will be mainly carried out through the implementation phase of the Workplace Travel Plans in Dublin City Council and KPMG

Dublin City Council Workplace Travel PlanA Senior Executive Manager in the Roads and Traffic Department of Dublin City Council was identified as the key in-house leader for this project and support was sanctioned from the City Manager. A benefits presentation was delivered to secure support. A contract was set out outlining obligations of client and provider. Client had to put together an in-house committee and identify a strategic contact point and an internal champion.

A stakeholder committee was formed comprised of various internal departments to oversee the progress of the travel plan. A presentation was delivered to the corporate partnership forum (unions & management) to secure early buy-in and awareness among staff.

A staff travel survey was designed and delivered online and circulated to all staff at headquarters tracking residential patterns, mode patterns, working patterns and attitude to transport and change. A site audit was conducted, corporate policies and procedures were gathered, meetings with fleet manager and facilities manager conducted. The results were graphed, mapped to residential addresses and presented in detail to and reviewed by the committee.

The survey found that council staff at headquarters were already travelling very sustainability compared to the regional Dublin average however there was still scope for change especially when the travel plan extends out to the various sub-offices. The travel plan was also viewed as a tool for recruitment and retention.

The committee were then taken through a series of possible actions that might engender change and the viability of these were discussed over a series of meetings in the context of existing corporate culture, procedures and policies. The need for in-house capacity building in this area was also understood. A detailed travel plan outlining recommendations and measures was developed collaboratively as a working document to act as reference point for travel plan activity over the next 3 years. One of the recommendations is the appointment of a mobility manager for council.

News and updates were circulated on a regular basis to all council employees via the councils official internal publication.

Measures listed in the case studies for workplace travel plans of the ASTUTE toolkit (e.g. Wolford Travel Plan – Cycling Incentives, UCN’S company travel plan - Nantes, France, Northern Rock Travel Plan, Royal Haskoning Travel Plan, Novartis Travel Plan, Oracle Ireland - Transport management for large organisation, COLT Telecom Travel Plan) were successfully incorporated into the workplace travel plan for Dublin City Council.

The workplace travel plan was designed and includes short-, medium- and long-term measures with an implementation timeframe from 6 to 36 months.

The travel plan was given go-ahead from the city manager May 2008.

A website www.workplacetravelplans.ie was also developed to support this process and notified internally.This measure description is used as a case study for the ASTUTE toolkit.

KMPG Workplace Travel Plan KPMG committed to the ASTUTE project in April 08. A detailed staff travel survey was designed and delivered, tracking residential patterns, mode patterns, working patterns and attitude to transport and change. A site audit was conducted and corporate policies and procedures were gathered.

Link to PI4: Private sector to realize extra benefits of Work Based Travel PlansLink to PI6: Reduced emissions of CO2

Aim 2: Incorporate Dublin City Councils Web-Based Service to Match Potential Car SharesThere are now other car share softwares and services available in Dublin and one is actively being promoted to employers by the DTO. The Dublin City Council staff travel survey results indicate openness to car sharing in DCC.

Aim 3: Raise Awareness of Health Benefits of Walking and Cycling and the Energy and Financial Savings Achieved by Changing Means of TransportA website www.workplacetravelplans.ie was developed in 2007 to begin to redress the information deficit. The content was built specifically for an Irish audience as local stakeholders are more likely to respond to local information addressing specifically local transport issues and facts. In the main the content was for employers and decision-makers.

The aim of the content is to sell the benefits of workplace travel plans and explain the travel plan process to the stakeholder audience.

The creation of the website was notified to 400 contacts – employers, facilities managers, HR personnel, local authorities, government officials, government agencies.

Links to the website were placed on the external /internal websites of the Department of Transport, Dublin Chamber of Commerce, Dublin City Council, the One Small Step Campaign for promotion of sustainable transport by the Dublin Transportation Office, Comhar - the Sustainable Development Council, the Association of Irish Energy Agencies, The Institute of Property and Facilities Management Association.

A number of case studies of the ASTUTE toolkit have been uploaded to the www.workplacetravelplans.ie providing valuable information on workplace travel plans and sustainable travel initiatives to the visitors of the website.

The website www.workplacetravelplans.ie was launched in August 2007. To date more than 4600 visits (+300/month) to the first dedicated resource for employers in Ireland were made representing a good success given the narrow niche audience

being targeted. Local content and reference points for local audience are the critical factors for the success. This measure description is used as a case study for the ASTUTE toolkit

An information brochure on workplace travel plans was produced, dedicated for employers and sent out to companies that were targeted for the ASTUTE project.More than 40 contacts were made with companies (by phone/email/letter) and information about ASTUTE and workplace travel plans was delivered with the aim to get the companies involved. Companies with +100 staff were targeted.

Link to PI5: Increase awareness of citizens and other stakeholder groups on the benefits of cycling and walking

1.) Scheme Title: Dublin City Council’s Workplace Travel PlanBackground and ObjectivesASTUTE - “Advancing Sustainable Transport in Urban Areas to Promote Energy Efficiency”. ASTUTE is a three-year project, funded by the European Commission, Intelligent Energy Executive Agency (IEEA). The ASTUTE project is made up of partner organisations based within 6 European partner cities including Dublin. See http://www.astute-eu.org/.

The Dublin Partners for this project are the City of Dublin Energy Management Association (CODEMA) and Vipre Ltd., sustainable transportation consultants, specialising in travel behaviour change. The focus of the Dublin project is the implementation of workplace Mobility Management Plans (travel plans) with the aim of reducing car use and increasing the use of more sustainable modes of transport to the workplace.

Dublin City Council was identified as a key target for participation because, in its role as the central local authority, it had key leveraging power to lead by example in the city and to act as a driver for other local authorities.

This leveraging power was seen as especially important because in Dublin there was a very low awareness of travel plans and the field of transport demand management across organisations due to lack of top down leadership.

It was also identified as a target because the implementation of a travel-plan in-house could influence the councils own planners and engineers and build in-house capacity and awareness of the travel plan process

Measures ImplementedA Senior Executive Manager in the Roads and Traffic Department was identified as the key in-house leader for this project and support was sanctioned from the City Manager. A benefits presentation was delivered to secure support. A contract was set out outlining obligations of client and provider. Client had to put together an in-house committee and identify a strategic contact point and an internal champion.

A stakeholder committee was formed comprised of various internal departments to oversee the progress of the travel plan. A presentation was delivered to the corporate partnership forum (unions & management) to secure early buy-in and awareness among staff.

A staff travel survey was designed and delivered online and circulated to all staff at headquarters tracking residential patterns, mode patterns, working patterns and

attitude to transport and change. A site audit was conducted, corporate policies and procedures were gathered, meetings with fleet manager and facilities manager conducted. The results were graphed, mapped to residential addresses and presented in detail to and reviewed by the committee.

The survey found that council staff at headquarters were already travelling very sustainability compared to the regional Dublin average however there was still scope for change especially when the travel plan extends out to the various sub-offices. The travel plan was also viewed as a tool for recruitment and retention.The committee were then taken through a series of possible actions that might engender change and the viability of these were discussed over a series of meetings in the context of existing corporate culture, procedures and policies. The need for in-house capacity building in this area was also understood. A detailed travel plan outlining recommendations and measures was developed collaboratively as a working document to act as reference point for travel plan activity over the next 3 years. One of the recommendations is the appointment of a mobility manager for council.

News and updates were circulated on a regular to all council employees via the council’s official internal publication.

The travel plan was given go-ahead from the city manager May 2008

A website www.workplacetravelplans.ie was also developed to support this process and notified internally.

The travel plan was included in Dublin City Council’s Climate Strategy February 2008 which will be circulated to other local authorities.

Conclusions and Monitoring The council committee has bought into the travel plan process. The Travel Plan is a strategic document founded on organisational and staff research. It is intended to embed a transport demand management approach into the organisation rather than merely a series of once-off measures. However it also contains a series of suggested practical measures to be used to attain objectives. Appointment of a mobility manager for Dublin City Council, if agreed as a result of this project process, will be seen as a key strategic milestone for council and for Dublin into the long-term.

The travel plan has already been requested by other local authorities as a template. This is a second strategic win for Dublin via a multiplier effect.

The third strategic win has been the participation of Dublin City Council Development Control personnel in the in-house stakeholder committee and in the travel plan development process 2007-2008. Development Control currently conditions travel plans from certain new developments in Dublin. However traditionally, these plans remained unimplemented by the applicants and un-monitored. Engagement of Development Control has enhanced in-house awareness of the travel plan process on the ground within an organisation.

The council’s Green Business Officer was also selected strategically to participate in committee meetings so that the potential for future roll-out to Dublin businesses under a ‘green’ agenda could be embedded.

Critical Success Factors We believe that brokering senior management buy-in at the outset has been critical

to the success of the travel plan process to date as without it strategic organisational changes cannot be put forward. Making client obligations clear at the beginning via contract also helped ensure that commitment was solid and created understanding that client ownership was necessary.

Organisational research coupled with staff travel research has been very important to making the right recommendations for change as these are founded on due diligence and research from within the organisation. The process of customised research inside the organisation and the discussion of results with in-house committee has also been important to developing confidence in the process over a period of time and confidence in the recommendations (measures). This is especially important in a city like Dublin where this is a new process and field and where few peer examples exist.

Finally seeing the project as having the potential to be more than a single organisational intervention at council offices has been important in generating a leveraging and multiplier effect in Dublin.

Mode (Walking, Cycling, Public Transport, Car/Van, Other)All

Sector (Public/Private)Public

ASTUTE Barrier (if applicable) – Main and Sub(s)Inadequate Information

Lack of Private Sector Support

Inadequate resources and knowledge by employers to implement travel planLack of skills to implement actions for sustainable transportInadequate incentives by employers to encourage walking/cycling to the workplace

Any Other CommentsThe travel plan process is on-going beyond the life of the ASTUTE project if a Mobility Manager is appointed.

2.) Scheme Title: Workplace Travel Plans WebsiteBackground and Objectives ASTUTE - “Advancing Sustainable Transport in Urban Areas to Promote Energy Efficiency”. ASTUTE is a three-year project, funded by the European Commission, Intelligent Energy Executive Agency (IEEA). The ASTUTE project is made up of partner organisations based within 6 European partner cities including Dublin. See http://www.astute-eu.org/.

The Dublin Partners for this project are the City of Dublin Energy Management Association (CODEMA) and Vipre Ltd., sustainable transportation consultants, specialising in travel behaviour change. The focus of the Dublin project is the implementation of workplace Mobility Management Plans (travel plans) with the aim of reducing car use and increasing the use of more sustainable modes of transport to the workplace.

The issue arising were:

1. The lack of awareness among employers about what mobility management means

2. The lack of understanding of the benefits of a travel plan to an organisation, to employees and to the city.

3. There was no dedicated information in Ireland on travel plans in an Irish context to refer the employers being targeted to participate.

4. The lack of awareness among public servants about mobility management

5. No top-down support and no agencies promoting travel plans.

5. No employer awareness of peer case studies.

Measures Implemented A website www.workplacetravelplans.ie was developed in 2007 to begin to redress the informational deficit. The content was built specifically for an Irish audience as local stakeholders are more likely to respond to local information addressing specifically local transport issues and facts. In the main the content was for employers and decision-makers.

The aim of the content is to sell the benefits of workplace travel plans and explain the travel plan process to the stakeholder audience.

The creation of the website was notified to 400 contacts – employers, facilities managers, HR personnel, local authorities, government officials, government agencies.

Links to the website were placed on the external /internal websites of the Department of Transport, Dublin Chamber of Commerce, Dublin City Council, the One Small Step Campaign for promotion of sustainable transport by the Dublin Transportation Office, Comhar - the Sustainable Development Council, the Association of Irish Energy Agencies, The Institute of Property and Facilities Management Association.

Conclusions and Monitoring In the 7 months between Sep 07-Mar 08 there were 1,900 unique visitors to the website and ca. 13,000 page views.

In April 2008 the Dublin Transportation Office enquired about the consolidation of the content of this site into the agencies own actions and promotion.Critical Success FactorsThe web statistics show reasonable success to date given the narrow niche audience being targeted.

We believe that local content and reference points for local audience is very important to success as is niche targeting to employers. 2007-2008 has seen a cultural change in approach to managing transport in Ireland with a shift towards demand-side measures and a sustainable transport action plan is being prepared the Department of Transport in 2008 to include workplace travel plans www.sustainbletravel.ie . This should increase interest in the website.

Mode (Walking, Cycling, Public Transport, Car/Van, Other)All

Sector (Public/Private)Private

ASTUTE Barrier (if applicable) – Main and Sub(s)Inadequate InformationLack of skills to promote walking and cycling amongst businesses and citizens

Lack of Private Sector SupportInadequate resources and knowledge by employers to implement travel plan

4.4 Granada

1) Scheme Title: Improving Walking Facilities for Accessibility Plan to Historical Centre

Background and Objectives To complete the implementation of Municipality Plan of Accessibility, the City Council decided to increase the pedestrian area extension along the historical city centre in order to promote walking and cycling conditions between citizens and tourists, such as an alternative model for transport into the inner city.

Under the framework of the ASTUTE Project, the area of intervention chosen was one of the main traffic congestion roads around historical city centre: “Pedro Antonio de Alarcon” Street.

The main objective was to improve pedestrian and cyclist facilities and remove barriers for reduced mobility people and elders to reinforce social cohesion.

Measures Implemented Less space for private cars (from 3 to 1 traffic lane) Reduction of parking spaces along the road ( only for residents) More space for pedestrians: Widening of sidewalks, street furniture and

trees More traffic lights and raised crossings conditions Regulation of areas and timetable for goods and retailers activities Removal of physical barriers for people with reduced mobility Awareness campaigns for citizens about facilities and benefits of walking

Problems Encountered if any Initially there was a strong opposition from shop owners about reduction of private vehicles access and parking spaces because they thought that their sales would be negatively affected.

Conclusions and Monitoring Before the Survey was carried out in September 07 between residents and retailers, the modal split in the area was:

Walking 20% Cycling 1% Public transport 18% Car 23%

Another survey will be carried out in September 2008 and the results will be monitored and reported shortly.

Critical Success FactorsAwareness campaigns on the benefits and facilities of walking and cycling trough

organising cultural and leisure events such as “Walk Day”, “Bike Week” or EMW to promote these alternatives ways of transport.

Mode (Walking, Cycling, Both)Walking

Sector (Public/Private)Public

ASTUTE Barrier – List all relevant Main and Sub Barriers (see below)Inadequate InformationLack of information about walking and cycling facilitiesLack of skills to promote walking and cycling amongst businesses and citizensInsufficient communication between city departments and citizensLack of Infrastructure and supportLack of cycle tracksLack of facilities of bike using (loaning, storage and repair facilities)Poor Public Perception and Lack of AwarenessPublic approach of walking/cyclingCultural barriers against cycling

Any Other CommentsMost of the reference and types of facilities provided were inspired by the “Walking Plan for London” Case Study in the database.

2) Scheme Title: Granada City Council Workplace Travel Plan (Administrative Building “Los Mondragones”)

Background and Objectives The Granada City Council, decided to develop and implement a Travel Plan for its 600 staff in order to set a good example for to the rest of the community (citizens and businesses).

The objectives were to reduce the amount of staff travelling to work by car and increase those journeys made by foot, bike, public transport and lift sharing and also to encourage others public and private stakeholders to develop their own Travel Plans to achieve an improvement of sustainable mobility into the city and its metropolitan area.

Measures Implemented 1. Appointment of the Travel Plan Coordinator2. Promotion of cycling, walking, public transport and car sharing as alternative

and efficient ways of transport; 3. Reducing the need to travel and promoting advantages of a sustainable

mobility;- Domestic economy- Health and environment

4. Provision of transport and travel information, linked with journey planning advice;

5. Equipment of needed infrastructure(mainly for cyclist) 6. Developing the Travel Plan brand and marketing the Travel Plan; 7. Assessment and monitoring; 8. Transport Working Group

Problems Encountered if any

• Private parking facility for municipality staff and official vehicles is not enough to satisfy workers’ demand

• Access road to this Facility is frequently traffic congested• Actually there is no infrastructure for cycling

Conclusions and Monitoring The use of travel planning as a key demand management tool will be integrated in the mainstream of transport policy. Evidence of their effectiveness is however, still at times lacking.

Making monitoring a standard condition will help to address these issues and ensure that progress can be monitored. We will then be better able to determine whether plans are helping to achieve local transport plan targets, and the strategic aim of increasing travel choice and reducing the need to travel.

The standardised monitoring schedule will benefit the council in the following ways: All data collected will be standard and comparable city / countywide

providing a measure of the effectiveness of travel plans. It will allow for a degree of council control over the monitoring process.

An action plan detailing the monitoring, promotional events and measures implementation can be easily devised based on the schedule.

Critical Success FactorsA successful Travel Plan addresses the specific travel issues of the organisation, and hence involves researching the transport issues people face, and their ideas to improve local travel choices.

In addition to a staff survey, it will be a good practice to conduct at least one focus group to discuss issues in more depth and to generate ideas for change. A structured assessment of the workplace and a review of existing local transport policy are also valuable. A report summarising travel issues and options, produced at the conclusion of the research phase, will provide a resource for future stages of the Travel Plan.

Action Planning is best undertaken by a working group convened by the Travel Planner and including representatives of all the major local stakeholders.

Mode (Walking, Cycling, Both)Both

Sector (Public/Private)Public

ASTUTE Barrier – List all relevant Main and Sub Barriers (see below)Lack of Public Sector SupportTransport policy prioritising private car/public transportLack of integrated planning of cycling and walking/pedestrian traffic

Lack of Private Sector SupportLack of skills to implement actions for sustainable transportInadequate resources and knowledge by employers to implement travel planInadequate facilities of walking/cycling in the workplaces (cycle park, changing room, shower)Inadequate incentives by employers to encourage walking/cycling to the workplace

Inadequate InformationIneffectiveness of promotional campaignsLack of skills to promote walking and cycling amongst businesses and citizens

Any Other CommentsPromoting of travel survey and types of facilities provided were inspired by the LB Lewisham Case Study in the database and the study visit made on November 2007.

4.5 London

Aim 1:Internally assess the views of stakeholders within the municipality (officers, mangers, political members) and conduct a parallel local activity with other stakeholders (citizen’s groups, local / regional cycling and walking groups)

1) Scheme Title: London Borough of Bromley Workplace Travel Plan (Mobility Plan)Background and ObjectivesIn order to set a good example to the rest of the community (citizens and businesses), LB Bromley decided to conduct a Workplace Travel Plan for its 2000 staff.

The objective was to reduce the amount of staff travelling to work by car and increase those journeys made by foot, bike, public transport and lift sharing.

Travel survey discovered that 54% of staff lived closer than 8kms from their place of work: large scope for modal shift. The aim finally was to achieve modal shift then publicise amongst the borough. Campaigning businesses and citizens to travel more sustainably after this would be more effective.

Measures ImplementedThe following initiatives have been rolled out:

1) Staff travel survey conducted: 54% response rate.2) Travel Plan drafted which analysed the travel survey results and made

recommendations for action and modal shift targets.3) Following new facilities

- Bike Pool 9 robust bikes- New Shower room to accompany existing one as big queues in

summer- Tumble driers- Iron 35 clothes lockers- 14 more bike stands- Staff Lift share scheme- Extra pool car

4) Travel Plan site on the Intranet: Central resource of information on the facilities as well as news and competitions and directions to the showers and bike stands. Includes a bikers blog allowing staff to record their experiences on the bike scheme.

5) Competitions and prizes:- 50:50 bike challenge – council politician took part - Walk to work challenge (4 weeks log the journeys to and from work

made by foot)6) Innovatively designed walking map, inspired by the Legible London Way

Finding initiative: shows the distance in minutes walked via concentric circles imposed on the street map to lead the user into thinking that they needn’t take the car, the walk is only 15, 30 or 45 minutes.

Conclusions and MonitoringIn 15 months we achieved a substantial modal shift from car use to sustainable modes. The follow up staff travel survey in 2008 showed the following shift

The survey was compatible with TfL’s iTRACE travel plan monitoring system and is a good model for wider stakeholder usage.

Walking increased from 9.5% modal share to 12.4%

Cycling increased from 1.5% modal share to 3.8%

Overall Car journeys decreased from 69% to 60.8%

Critical Success FactorsWe succeeded in gaining the approval of the council’s Chief Executive who endorsed the forward email of the travel survey, the first part of the process. This we feel was a major factor in gaining such a high response rate (54% in year one and 32% in year two).

Regular exhibition stands on site promoting the facilities available (during Bike Week, Walk to Work and Mobility Week) and regular competition prizes.

Prizes for taking part in the staff survey were generous to encourage support: £400 bike and ten £50 Shopping Centre vouchers. That way we received a decent profile of what the staff wanted.

Many of the competition ideas, ways of promoting the travel survey and types of facilities provided were inspired by the LB Lewisham Case Study in the database.

The combination of the above factors therefore had a dramatic effect.

ASTUTE BarrierLack of Public Sector SupportLack of Private Sector SupportInadequate Information

2) Scheme Title: Glades Travel Plan and Bromley Town Centre Travel and Environmental Partnership

Background and ObjectivesThe Glades shopping centre in Bromley generates 6 million visitors each year, 60,000 of which are staff journeys. The Travel Plan sets a target of increasing walking trips from 12 to 15% by 2010 and cycling from 0% to 2%.

A Bromley Town Centre Travel Plan has also been developed incorporating the largest employers to encourage walking, cycling and other sustainable modes which will in its second stage roll out the following measures to achieve a 10% away from car use:

Online Car Sharing System 100 Personalised Travel Plans for Glades visitors 20 Workplace Travel Plans

Town Centre Pool Bikes Bike Budi Scheme Walking and Cycling Online Forum Workplace Cycle Challenge

Measures ImplementedA Travel Plan Board was established incorporating the Local Authority, the Glades shopping centre and the London European Partnership for Transport. This multi sector partnership helped draw in support from the other stores in the Glades and reached out further by integrating the services of:

Bromley Town Centre Manager (part of Bromley Council) Local Interest Groups and other Community Stakeholders TfL Smarter Travel Unit The Glades Marketing Manager The Green Guardian The I Walk London Campaign The London Travel Awareness Team The local Bromley bike company The Merchants’ Association (representing retailers in The Glades) The News Shopper (local paper) Bromley Town Centre Manager

Glades Travel Plan Booklet was devised (see below) including quick facts about how sustainable travel is better than single occupancy car use (health, climate change, cost etc.). 1000 distributed to visitors and to all 150 stores.

Staff surveys conducted resulting in 200 Personal Travel Information Packs being distributed to Glades staff giving tailored information on walking, cycling and public transport routes and health benefits.

Innovative Walking Pocket Map was devised: 600 distributed to all Town Centre stores and 1000 to the public.

Awareness raising events were held such as In Town Without My Car Day on 22 September 2007.

The Town Centre Travel Plan Partnership Website launched November 2008 was devised to maximise input and feedback from the public.

3 promotional articles have been published in the NewsShopper (circulation circa 50,000 copies).

Conclusions and MonitoringA robust and ambitious Travel Plan Strategy is in place for the Town Centre of Bromley and awareness has been successfully raised amongst the public and store mangers. The partnership has succeeded in attracting multi sector support giving the project increased sustainability.

Critical Success FactorsA committed consultant to develop the relationships and trust with the store managers gradually over the course of 2 years.

Hard facts and figures of the economic, environmental and health benefits of such a broad town centre travel plan were needed to convince stakeholders.

ASTUTE BarriersInadequate InformationLack of Private Sector SupportLack of Public Sector Support

Aim 2:Develop a horizontal approach to disseminating approaches and advice to practitioners on delivering on the new transport agenda for urban areas in respect of integrating walking and cycling into transport portfolios

Market Research Study of the differing perception of Mobility Management in London conducted in Summer 2008. Recommendations will be made to London Stakeholders of how to better affect modal shift. This is included in the Final Project Report.

3) Scheme Title: Bromley Town Centre - Improved WalkabilityBackground and Objectives In 2007 the following construction works took place in Bromley Town centre, London’s 4th major shopping destination, to improve its attractiveness to shoppers by increasing “walkability”:

widening of footpaths by reducing the road width “pedestrian tables” placed on roads where there was a natural stream of

shoppers crossing the roads, to give them more priority than the cars: similar to car/pedestrian shared space

Central reservations for pedestrians to use to speed up road crossing Raised bus stops with railing separating them from the flow of non bus-using

pedestrians

The ASTUTE project performed the monitoring impact via attitudinal and quantative surveys of the public. As well as rolling out supportive measures such as distributing a new pocket walking time map and bus map and judging the impact on behavioural shift.

Measures Implemented 1) Pedestrian attitudinal surveys (monthly): Questions such as

Has the development of the town centre improved its walkability? Are new segregated raised bus stops more convenient? Is access easier by foot, pram and wheel chair? Does this have impact on your decision to come to the town centre?

2) Pedestrian footfall counts (monthly)

3) Cycle counts (monthly)

The Market Research company SKY HIGH conducted the surveys and achieved a high response rate: an average of 300 respondents each Saturday for 12 months.

Conclusions and Monitoring 1) Results of attitudinal surveys:

63% improved walkability 61.5% “segregated bus stops more convenient” 67% “improved access for wheelchair / push chair users” 14% “walkability affects my decision to visit Bromley”. This last figure in

particular proves that switching the priority of the Town Centre from vehicular access to pedestrians can have a positive impact on the number of shoppers: Good argument for businesses.

2) and 3) This was the first year in which monthly pedestrian and cycle counts were taken and so cannot be satisfactorily compared with previous data.Critical Success FactorsUsing a Professional company to conduct surveys meant we got a very high response rate.

Offering prizes to the public if they allowed a call back in 4 weeks to ascertain behavioural shift ensure a good response rate (100 per month).

Transport for London Best Practice guidance on walking monitoring - Colin Buchanan 2007 – was consulted during the survey planning stage.

ASTUTE Barrier Inadequate Urban Environment and DesignLack of Infrastructure and support

4) Scheme Title: Bromley Town Centre – Walking Time Pocket Maps

Background and Objectives There are dozens of different Travel Awareness initiatives employed throughout the EU, and many have a significant impact on increasing cycling, walking and reducing car use, however, sometimes it is very difficult to quantify whether the behaviour is changed DIRECTLY by the initiative itself.

This project idea complimented the newly-completed redevelopment of Bromley Town Centre which saw an effort to increase its walkability by giving more priority to the pedestrian over the car.

The objective was to quantify the impact on the level of walking (and attractiveness of walking), via the provision of a pocket map with walking times provided instead of distance (15, 30, 45 mins concentric circles). The results to be rolled out as an example to Transport for London, London boroughs and the EU.

The concept was inspired by Transport for London’s Legible London Prototype.

Measures Implemented We approached Z Card, a London-based company specialising in pocket maps and other media solutions, to produce a colourful street map of Bromley Town Centre and it’s surrounding area onto which we could super impose 3 concentric circles which would denoted a 15 minute walking time from the town centre.

The first step was to plot on the map the walking times, and to do this we utilised the Transport for London Journey Planner site (selecting walking only as journey mode) taking a series of 30 walking destinations from the town centre by foot (road names, stations and bus stops). This generated the relevant average walking times (brisk walk) and allowed us to draw a circle of best fit of 15 minutes from town centre, 30 and 45 minutes. This was supplemented by some time testing in person.

The circles were then drawn onto the map and 4000 copies made. On the reverse of the walking map we added a local bus spider map to also encourage public transport in between walking journeys – in case people felt that 45 minutes was too far to walk).

They were distributed by our market research survey team in Bromley Town Centre over the course of 3 Saturdays in July, August and September with shoppers and commuters asked at the same time if they would like to complete a short survey (Questions: What is the purpose of today’s journey? How have you come to Bromley today - main part of journey? Distance from Bromley town centre? How long does your journey take? How often do you come to Bromley Town Centre?). Finally they were asked whether they lived within the boundaries of this map AND didn’t normally walk or take the bus. These people were invited to enter a prize draw (£100 shopping vouchers) and were contacted 4 weeks hence to answer a set of questions to understand if the pocket map directly changed their travel choice.

Conclusions and Monitoring Over the course of 3 Saturdays, 1000 maps were distributed to shoppers and asked if they would agree to be contacted in a month’s time to assess if they had walked more as a result of the map or their concept of distance changed. By entering them into a prize draw, 25% of shoppers agreed to be contacted. These people selected were those that lived within a 45 minute walk AND that normally took the car.

Questions: How many times have you visited Bromley Town Centre in the last 4 weeks? Of these, how many times has walking formed the major part of your

journey? How many occasions were initiated by the information on your walking time map? Why did the map encourage you to walk / not to walk? Has the walking time map made you feel BTC is closer or further away to walk to?

The results were a mixture of positive and disappointing: 51% of those questioned said that the Pocket Map made them feel they lived closer to Bromley Town Centre than they previously thought. 0% actually walked to the Town Centre within the 4 weeks directly because of Pocket map. Their explanations were that 20% already walked, 40% still claimed it was too far, and 7% had mobility issues preventing them to walk that far. The most important statistic was that 20% of those saying that the map made them feel closer, said it was still too far.

In conclusion, the map achieved the first step of raising 40% public awareness that they live closer to the Town Centre. In this sense it is a success.

The reasons for not walking, despite knowing they live closer than they thought, were primarily: “too far”. Few responded with more logical answers like “shopping too heavy” or “too hilly” which suggests that they are in first stage of denial. Saying “I’m not walking” because it entails changing habits, and disregarding the new-found information they have been given.

Critical Success Factors Experienced market research team, maximising the number off public interviewed and maps distributed.

Prize draw is the best mechanism to capture personal data fromthe public. This data is vital to measure DIRECT impact ofTravel Awareness interventions.

ASTUTE Barrier Inadequate InformationPoor Public Perception and Lack of AwarenessLack of Public Sector Support

See below for images of the Walking Time Pocket Maps.

Aim 3:Deliver marketing and awareness raising recommendations that are identified in the toolkit that coincide with existing events on the calendar such as Walk to School Week and Bike Week.

5) Scheme Title: BIKEABILITY : Bike Training for Children – London Borough of Bromley

Background and Objectives Whilst it is possible to change the behaviour of adults and get them to cycle more, it is much more effective to start with children, to stop them developing bad habits like driving for journeys less than 5Km.

Free cycle training is therefore funded by Department for Transport and via Cycling England known as Bikeability It is targeted especially at children, but adults and parents are also encouraged to take part. It is in essence a proficiency test.

This project saw the capacity for cycle training increased supplemented with a new form of monitoring to assess whether school children and parents continued to cycle post-training, or returned to normal driving to school.

Reducing the congestion caused by driving children to school is an important priority for Transport for London and the boroughs.

Measures Implemented The training take the form of 3 progressive stages:

1. The Level 1 skills course aims to develop the necessary skills to control their bicycle off road in a car park. 1-2 hours of tuition on average.

2. Level 2 includes four one hour sessions turning into and from quiet roads, where to position the bike in the road and how to interpret road signs.

3. Level 3 sessions enable the trainee to cycle where and when they want: They involve practical advice on route planning and most aspects of everyday cycling such as negotiating roundabouts, traffic light junctions and multi lane roads. Conducted by a fully qualified National Standard Instructor.

Feedback and monitoring forms have been used in order to assess the success of the training and that of permanent behavioural change. They are sent to the parents of the children to complete to maximise response rates, and accuracy.

1400 children took Level 2 Bikeability courses in the 2007/8 school year in Bromley. There were 91 families that took part.

Conclusions and Monitoring Surveys were taken between 1 and 9 months AFTER training completed to assess short and medium term impact on modal shift.

BEFORE TRAINING, children cycling to school3% every day9% twice a week31% at least once a week

AFTER TRAINING, children cycling to school:16% everyday

13 % twice a week61% at least once a week

The number of children cycling at least once a week has therefore doubled as a direct result of the Bikeability scheme in Bromley. This constitutes a sustained change in behaviour in view of the timing of the surveys.

Further results:% of children allowed to ride on the road by their parents: BEFORE 22% AFTER 77% (and 26% allowed to unsupervised by parents)

Comments by parents:Other comments were also recorded which gives a positive indication for future behaviour. The Barrier of fear of safety and lack of training seems to have been truly overcome.

“Great. It gives a child and parent assurance that they are a little bit more safe”

“Please let me know a safe route from my home to the shops” “He loved it and can now do well in difficult situations”

Critical Success FactorsStructured Incremental training levelsEnthusiastic and qualified trainers and schoolsAvailable capacity for demandInsightful monitoring forms and questions

ASTUTE Barrier Lack of Education and TrainingSafety and Security ConcernsInadequate InformationInadequate Urban Environment and DesignPoor Public Perception and Lack of AwarenessLack of Public Sector Support

4.6 London (CEN)

Aim 1:Use the Travel Plan Coordinators currently in place at the local authority partnership organisations operating in the sub-regions to engage businesses on the issue. (This will be done as part of their existing work to develop workplace travel plans for employers in the area. This work is already core-funded by TfL).

1) Scheme Title: EnterpriseBackground and Objectives Transport for London (TfL) is the integrated transport authority for London covering 7.4 million inhabitants. TfL is directly responsible for the following transport services:

London Underground London’s scheduled bus services Transport for London Road Network (for which TfL is the Highway and Traffic

Authority) Docklands Light Railway and Croydon Tramlink (operated under franchise

agreements with TfL)

Passenger services on the river (operated under licence to TfL) London Victoria Coach Station (owned and operated by TfL) Dial-a-Ride (funded by TfL) Taxis and private hire vehicles (regulated by TfL).

An expanding element of London’s transport strategy is Travel Demand Management, through travel planning activities and travel awareness and behavioural change; one example being workplace travel plans.

A workplace travel plan is a systems management tool delivering effective management of transport and travel impacts across an organisation. The overall aim being to increase employee acceptability of walking, cycling, Public Transport and Car-sharing and reducing single occupancy car trips. An effective workplace travel plan can reduce commuter car travel by 10 – 30%.

In order to increase the take-up and effectiveness of SME travel plans in London, TfL developed a support package for employers (with 20 – 250 employees) this support package branded Enterprise. The objective of the initiative is to enable every SME in London to have a workplace travel plan in place, the introduction of which will allow the employer to overcome barriers to walking and cycling and reduce travel by single occupancy car.

In order to run this project Transport for London brought together a network of delivery partners. Partners include, Creative Environmental Networks, Sub Regional Travel Plan Coordinators, Borough Offices and the London Travel Awareness Team.

Measures Implemented Transport for London funds a team of 11 Sub Regional Travel Plan Co-ordinators (SRC’s) who are based in the sub regional partnerships. Their job is to engage new businesses to develop Workplace Travel Plans. Enterprise is a new package that the SRC’s can offer Small to Medium sized Enterprises (up to 250 staff). Consisting of free merchandise, assistance with writing the Travel Plan and assistance with completing the Staff Travel Survey. Once a need has been identified, i.e.) to increase cycling in the workplace, Enterprise then focuses its efforts on this measure.

Implementation is completed as follows: Step 1) Organisation engaged through a combination of events, networking,

existing business forums and website activity. Step 2) Initial consultation with business and completion of site audit and

employee online travel survey. Step 3) Travel Plan completed; results analysed, modal shift targets set and

sustainable transport action plan finalised. Package for year 1 of Enterprise selected.

Step 4) Organisation provided with any number of the following: Information sheets on walking and cycling including cycle training, cycle to work schemes, bicycle users groups, tax–free cyclist breakfasts, cycle stands, cycle maps, funding for sustainable transport initiatives and merchandise.

Step 5) Organisation recommended and company assisted (where appropriate) to hold a sustainable travel event.

Step 6) After Year 1 organisation snapshot survey completed and Travel Plan revised;

Step 7) Repeat steps 4 – 6 for Year 2

Problems Encountered if any Changes in personnel and continued Senior Management Support and Engagement

Conclusions and Monitoring The scheme is still developing and organisations need to become Enterprise members, but this is straightforward. There are already over 120 businesses who have developed a Travel Plan through the Enterprise scheme. The project is a partnership between Transport for London, the SRC’s and an environmental consultancy, Creative Environmental Networks (CEN). Earliest snap shot resurvey to be completed in Sept-Nov 2008.

Critical Success Factors Enterprise is the most all encompassing package that has been offered in the

United Kingdom. Good cooperation between local authority officers, sub-regional coordinators

and not-for-profit organisations. A competent and motivated key contact at a company to drive the

implementation of the measures recommended in the travel plan. Employee and business incentives and clear communication of the business

benefits of Workplace Travel Plans

Mode (Walking, Cycling, Public Transport, Car/Van, Other) Car/Van Cycling Public Transport Walking Other

Sector (Public/Private)Initiative is open to any site in London with 20-250 employees.

ASTUTE Barrier (if applicable) – Main and Sub(s)Main Barriers:

Lack of infrastructure and support Poor Public Perception and Lack of Awareness

Sub Barriers: Unsafe routes for cycling/walking Fear of theft or criminal damage to bicycles Low attractiveness of bicycle for longer journeys (e.g. commuters) Lack of skills to implement actions for sustainable transport Insensitivity of companies towards employee transport preferences Inadequate incentives by employers to encourage walking/cycling to the

workplace Inadequate facilities of walking/cycling in the workplaces (cycle park,

changing room, shower) Lack of cycling and bicycle maintenance skills Inadequate public transportation accessibility Lack of information about walking/cycling routes Lack of information about walking and cycling facilities Ineffectiveness of promotional campaigns Reduced accessibility for businesses due to congestion

Any Other Comments

Aim 2:Work with the companies to develop and deliver a programme of personalised Travel Information Packs. The initial target is to reach 2000 employees in 40

workplaces over a 24 month delivery period. NOTE: After assessment of the initial pilot TRIP process in May 2007 Transport for London decided that further research would be needed to ensure that any pan London Personalised Travel Planning was focused where most productivity could be achieved. This research will focus on the identification of companies and individuals that are most likely to respond to Personalised Travel Planning with modal shift. Due to this shift in regional policy CEN found that they were unable to deliver TRIPS in their original format i.e. CEN feel that this approach will have a greater impact and reach more employees than originally envisaged. In addition it will have a greater impact on the individual travel patterns in London. The outputs were achieved through the specific measures that encourage cycling and walking.

2) Scheme Title: Enterprise – Lion TV Workplace Travel PlanBackground and Objectives Lion TV Overview:

Independent UK production company No employees: 60 – 100, high number of contract and temporary staff Location: Hammersmith, West London Excellent local transport connections: Tube, Bus, Train Young, dynamic office, employees already engaged with wider Sustainability

issues

Workplace TP Summary: Employee Response Rate 81.7% Modal Split – Tube 30%, Walk 8%, Bicycle 26%, Bus 8%, Train 10%,

Motorcycle 2%, Car Share 4%, Car Alone 8% Bike/Rail 2% and Other 2%.

Measures Implemented Implementation completed as follows:

1) Lion TV engaged at an event attended by Enterprise.2) Initial consultation, site audit and employee online travel survey completed. 3) Lion TV Travel Plan drafted by CEN; results analysed, Cycling package

selected for Enterprise Year 1, key target for 2007 - 2008 set to increase cycling by 5%. Cycling action plan finalised.

4) CEN provide Lion TV with: Information sheets on cycling including cycle training, cycle to work schemes, bicycle users groups, Poolbikes, tax–free cyclist breakfasts, cycle stands, cycle maps, funding for sustainable transport initiatives and merchandise.

5) May 2008 Lion TV held a dedicated Cycle to Work day with cyclists breakfast, CEN helped to arrange cycle training and attended the event to help distribute merchandise and hand out local area cycle maps. Match funding was provided to purchase 2 company Poolbikes.

6) snapshot survey to be completed Sept 2008 and Travel Plan revised; 7) Repeat steps 4 – 6 for Year 2

Problems Encountered if any Continued Senior Management Support and Engagement Additional insurance cover for Poolbikes

Conclusions and Monitoring Anecdotal reports indicate that there has been an increase in cycling within the organisation. On the dedicated cycle to work day as many as 20 bikes where stored in the cycle parking provided at Lion TV. Results from the snap shot resurvey to be completed in Sept 2008 will hopefully support these findings.

Critical Success Factors

A competent and motivated key contact at a company to drive the implementation of the measures recommended in the travel plan.

Mode (Walking, Cycling, Public Transport, Car/Van, Other)Cycling

Sector (Public/Private)Initiative is open to any Small to Medium Sized organisations with 20-250 employees, however, Lion TV are a private sector organization.ASTUTE Barrier Main Barriers:

Lack of infrastructure and support Poor Public Perception and Lack of Awareness

Sub Barriers: Unsafe routes for cycling/walking Fear of theft or criminal damage to bicycles Low attractiveness of bicycle for longer journeys (e.g. commuters) Lack of skills to implement actions for sustainable transport Insensitivity of companies towards employee transport preferences Inadequate incentives by employers to encourage walking/cycling to the

workplace Inadequate facilities of walking/cycling in the workplaces (cycle park,

changing room, shower) Lack of cycling and bicycle maintenance skills Inadequate public transportation accessibility Lack of information about walking/cycling routes Lack of information about walking and cycling facilities Ineffectiveness of promotional campaigns Reduced accessibility for businesses due to congestion

Any Other CommentsNothing on film – still photos available

3) Scheme Title: Enterprise – JLA (Journey Latin America) Workplace Travel Plan

Background and Objectives JLA Overview:

Journey Latin America is a specialist travel agent offering a range of services for those travelling to Central and Latin America.

No employees: 75 Location: Chiswick, West London Excellent local transport connections: Tube, Bus, Train Young, dynamic office, employees already engaged with wider Sustainability

issues

Workplace TP Summary: Employee Response Rate 80 % Modal Split – Tube 12%, Walk 20%, Bicycle 24%, Bus 8%, Train 5%,

Motorcycle 3%, Car Share 4%, Car Alone 20% Bike/Rail 2% and Other 2%.

Measures Implemented

Implementation completed as follows:

Step 1) JLA engaged at the Enterprise launch event.Step 2) Initial consultation, site audit and employee online travel survey

completed. Step 3) Travel Plan drafted by CEN; results analysed, Cycling package

selected for Enterprise Year 1, key target for 2007 - 2008 set to increase cycling by 12%. Cycling action plan finalised.

Step 4) CEN provided: Information sheets on cycling, including cycle training, cycle to work schemes, bicycle users groups, Poolbikes, tax–free cyclist breakfasts, cycle stands, cycle maps, funding for sustainable transport initiatives and merchandise.

Step 5) JLA held a dedicated Cycle to Work day in Nov 2007 with cyclists breakfast, CEN helped to arrange cycle training. 8 Sheffield Cycle stands where provided through the Take a Stand scheme.

Step 6) snapshot survey to be completed in 2008 and Travel Plan revised; Step 7) Repeat steps 4 – 6 for Year 2

Problems Encountered if anyFinding a reliable installer for the cycle stands

Conclusions and Monitoring Anecdotal reports indicate that there has been an increase in cycling within the organisation. On the dedicated cycle to work day the number of bikes reached double figures. Results from the snap shot resurvey to be completed in Sept 2008 will hopefully support these findings.

Critical Success Factors A competent and motivated key contact at a company to drive the implementation of the measures recommended in the travel plan.

Mode (Walking, Cycling, Public Transport, Car/Van, Other)Cycling

Sector (Public/Private)Initiative is open to any Small to Medium Sized organisations with 20-250 employees, however, JLA are a private sector organization.

ASTUTE Barrier Main Barriers:

Lack of infrastructure and support Poor Public Perception and Lack of Awareness

Sub Barriers: Unsafe routes for cycling/walking Fear of theft or criminal damage to bicycles Low attractiveness of bicycle for longer journeys (e.g. commuters) Lack of skills to implement actions for sustainable transport Insensitivity of companies towards employee transport preferences Inadequate incentives by employers to encourage walking/cycling to the

workplace Inadequate facilities of walking/cycling in the workplaces (cycle park,

changing room, shower) Lack of cycling and bicycle maintenance skills Inadequate public transportation accessibility Lack of information about walking/cycling routes

Lack of information about walking and cycling facilities Ineffectiveness of promotional campaigns Reduced accessibility for businesses due to congestion

Any Other CommentsNothing on film – still photos available

4.7 Siracusa

1) Scheme Title: A Methodology for Park Pricing in Ortigia, SiracusaBackground and ObjectivesEnhancing the accessibility of the urban area of Siracusa through the reduction of mobility car dependency has become a major concern for the actual administration of the municipality. There is a sufficient awareness that promoting and favouring walking is an effective tool to go in this direction.

Due to its peculiar urban design, land use characteristics and extension, Ortigia has been used as a laboratory to test the applicability of strategies to reduce car travels to Ortigia, to increase its walk-ability, to enhance the accessibility and liveability for people that lives and work in Ortigia, to promote the fruition of its artistic, monumental and cultural heritage and subsequently extend the experience and results elsewhere in the city of Siracusa.

To this aim a specific methodology has been set up based on the definition of the proper parking pricing and limiting strategy to be adopted. The idea was that parking pricing combined with improvements of the transit service could have achieved the desired reduction of car trips directed into Ortigia.

Measures Implemented Setting up of a technical methodology to increase the walking accessibility to the island of Ortigia, by reducing the use of private vehicles inside by means of adequate strategies of park pricing, was based on a set of interviews carried out among the population, in order to understand and reproduce people travel behaviour.

The increase in walking accessibility is obtained by the conjoint action of different measures:

Reduction of car traffic volumes and intensity due to the institution of restricted traffic zones, to parking pricing and restriction strategies and to transit improvements (higher frequency, reduced or free tickets)

Consequent reduction of concern about pedestrian safety Reduction of acoustic and atmospheric pollution Enlarging of limited traffic zones Enhancement of pedestrian access to transit

The nature and entity of these actions must be considered just as the first step of a global process aiming to improve accessibility, that is to assure an adequate support to all land use activities of the urban area to all citizens using many available transport options. In fact at the present we are only treating with “countermeasures” tending to reduce the pressure of car trying to access the island which is linked to the main land by two bridges. Of course this pressure is the result of a global mobility context and consequently the next steps will have to face the problem with a systemic planning approach addressed to catch the interaction of land use, transport system and environmental protection of the entire urban area of Siracusa.

Conclusions and Monitoring After a first phase of experimentation of the proposed strategies and after many meeting of the municipality administration with commercial companies and other stakeholders, the current organization to access Ortigia is the following:

a Restricted Parking Area (ZSC) in the north of the island which is accessible by car to everybody but parking is not allowed, except in two large areas (0.60 €/h) and Talete car park, where parking is normally free of charge except from 9.00 pm to 5.00 a.m. when a flat fare of only 1 € is applied;

a Restricted Traffic Area (ZTL) in the south of the island which is accessible by car only for residents and authorized users;

some pedestrian areas; some roads accessible by car only from Monday to Friday (only from 6.00 a.m

to 8.00 p.m)

The gates to access the ZTL area are located in three points and are monitored by video cameras. The ZSC is comprised between the ZTL gates and the bridges that links Ortigia to the main land.

Critical Success Factors The scientific foundation (and the interviews carried out) of the methodology contributed to its robustness, and the resulting parking fare policy, together with the integration with the mini-bus (free) services allowed to increase the use of ‘edge’ parking areas and people walking to Ortigia.

In addition, these are the main lesson learned: One lesson is that a “less than optimum” option must be preferred to the

optimal option if the first is well shared and accepted by the community. Another lesson is that the use of “mathematical tools” helps the adoption of

“unpopular” car restriction measures by administrator and politicians, because they can invoke the intervention of a “third part” support decision tool.

A further lesson is that discrete choice models are exportable in other contexts where choice sets and decision makers are different.

Mode (Walking, Cycling, Public Transport, Car/Van, Other)CarWalkingPublic Transport

Sector (Public/Private)Public

ASTUTE Barrier (if applicable) – Main and Sub(s)Lack of Infrastructure and supportIneligible or lack of parking facilities in the city reduces the modal shareInadequate public transportation accessibility

2) Scheme Title: Improve facilities and services for pedestrians in Ortigia, SiracusaBackground and Objectives The island of Ortigia, which contains part of the historical centre of Siracusa, has good features to encourage people to walk within, instead of driving. It has narrow roads, many tourist and commerce attractions, and good weather conditions.

Unfortunately, the island has been always invaded by cars. Restricted Traffic Zone measure alone was useful to limit car access to a part of the island, but it risked to

transform the other part in a big parking area. So, there was a need of an integrated system of measures in order to exploit the Restricted Traffic Zone, to increase the levels of walking through the streets of the island and to give the opportunity to move also to elder people and, generally, “weak” road users.

Measures Implemented Improve facilities for pedestrians:

improving pedestrian footpaths empowering the mini-bus system construction of new parking areas

Conclusions and Monitoring At the present day (second half of 2008), some budget restrictions and political change in the City Council brought some difficulties, especially in the minibus service management. The University of Catania and MedORO are monitoring the situation, and will do that beyond the time-limit of the ASTUTE Project.

Critical Success Factors The success of the measures implemented in increasing walking lays in common planning process. Measures implemented were not isolated, but they were conceived in an integrated way, in order each to contribute to achieve the common object of increasing walking within the island of Ortigia, thus contributing to raise the quality of life.

Mode (Walking, Cycling, Public Transport, Car/Van, Other)WalkingPublic Transport

Sector (Public/Private)Public

ASTUTE Barrier (if applicable) – Main and Sub(s)Safety and Security ConcernsUnsafe routes for cycling/walking

Lack of Infrastructure and supportIneligible or lack of parking facilities in the city reduces the modal share

3) Scheme Title: Cycling Routes in SiracusaBackground and Objectives Building of a cycling route from the North to the south of the city. The route will go through the coast, linking the archaeological sites until the peninsula called Maddalena. The route is 8km long, from Largo Cappuccini to the Tonnara di Santa Panagia and to the one of the most important streetof the city called Scala Greca.The project will implement five parking areas, road and touristic signs and the lighting. The project aims also to the creation of a bike-parking and renting centre, located in the Santa Panagia castle next to the old Tonnara of the city.

Measures Implemented The current intervention strategy is based on a more general action plan concerning heavy investments on the reconstruction of streets and building (especially in the quarter called Borgata Santa Lucia next to Ortigia island) and the elimination of the state of neglect and decadence in the coast area Pantanelli.

Problems Encountered if any Delays in the general urban plan approval Lack of coordination among the institutions Too much bureaucracy Infrastructures not adequately supporting the tourist development Frequent traffic jam and congestions due to a weak general urban viability

and transport system Shortage of public investment in infrastructures due to the cost reduction.

Conclusions and Monitoring Siracusa proposes different strategies to overcome the barriers identified. Examples on successful strategies from private companies and public authorities are displayed in the implementation of Agenda 21, developed also with the Municipality of Granada.

However, the actions related to ASTUTE must be necessarily integrated with a proactive approach by the local authorities to ensure the full availability of the location, in terms of accessibility, safety, security and administration. Significant improvements have been achieved in this direction in three years of the project, but we must avoid the “already experienced” problems such as reluctance of the land-owners or the possibility to operate because of bureaucracy and so on!

Additional plants and infrastructures will be carried out also with the involvement of additional stakeholders coming from the private sector and addressed to support the commerce and the third sector.

Critical Success Factors Existing development planning tools and active partnerships Development of project-financing and opportunity for attracting external

investments Urban sustainable development plans directed to the privilege of the

urbanistic and building heritage High cultural profile Excellent academic and cultural institutions in place (University, Faculty of

Architecture,INDA, etc.)

Mode (Walking, Cycling, Both)Walking

Sector (Public/Private)Public

ASTUTE Barrier – List all relevant Main and Sub Barriers (see below)Safety and Security ConcernsUnsafe routes for cycling an walkingLack of definite regulations on cyclingFear of theft or criminal damage to bicycles

L ack of Infrastructure and support Lack of cycle tracksLack of skills to promote walking and cycling amongst businesses and citizens

Lack of Education and TrainingLack of cycling and bicycle maintenance skills

5 Performance Indicators per City

5.1 Graz

•Performance Indicator I: Increase the public acceptability of walking and cycling

All surveyed stakeholder are of the opinion that walking and cycling are high priorities in our city. The Graz City Council ‘s has set a target of a 7 % reduction in car use over the next 11 years to 2020 providing a shift to PT, walking and cycling (documented in the policy paper GIVE,  an overall traffic concept for the City and in the Masterplan for Traffic).

Objectives are for car use 40% (to 47,3%), PT 21% (to 19,3%), cycling17% (to 14,1%) and walking 22% (to 19,3%)

The after survey showed that there is a change in the questions political priority by municipal / by managerial and in the point information – provision of maps etc. There has been a decrease in the significance of the barriers, resulting of the city measures which are having a positive impact.

The following barriers have been seen a decrease in significance in both walking and cycling:  8. Political priority: municipal:  9. Political priority: managerial:14. Informative: provision of maps etc:

•Performance Indicator II: Improved coordination between all the organisations responsible for walking or cycling

In 2006, there were only 6 walking and cycling organisations who had been in contact directly or indirectly during the testing of the toolkit and the measures. This increased by 300% and by 2008, 18 organisations had been in contact, showing a great improvement in coordination between all the organisations responsible for walking and cycling in the city. (See Appendix III for a detailed list of the organisations involved).

•Performance Indicator III: Increase in the use of walking or cycling1.) Scheme Title: Who Rides the Bike Will be the Winner

The scheme “Who Rides the Bike Will be The Winner” was accompanied by a survey. This survey comprised of a serious of questions, which will illustrate that the action attracted more cyclists and therefore, has lead to an increase in cycling.

Question 1: How did you like the action “Who Rides the Bike will be the Winner”?59% very good39% good2% not very good

Question 2: Did your team (2 persons) also cycle to work (before the action “Who Rides the Bike will be the Winner”?70% both persons

24% only one person of the team6% none of the team

Question 3: Did you also cycle after the action to your work?92% yes8% noSource for all three questions: Travel Survey for “Who Rides the Bike will be the Winner”126 online questionnaires of 63 various companies.

2.) Scheme Title: Bicycle Training for Pupils in Real Traffic Environment“Bicycle Training for Pupils in Real Traffic Environment” also conducted surveys to monitor the successful increase in the use of walking or cycling:

Question 1: How do you find the cycle training?76% “It was cool and made a lot of fun.”8% “I have learnt a lot during the cycle training.”4%...”Training staff was very nice.”2% “I did not like the training.”2% “I liked riding on the streets.”2% “I think cycle training should be carried out more often.”2% “The cycle training is a very good practise for the cycle exam.”2% “It was to cycle with the cycle trainers, the exercises were well explained.”1% “I liked the exercises in the school yard”.1% “Exercises in the real traffic environment were complicated.”

Comparison of cycling behaviour of pupils before and after the cycle training: Before the cycle training pupils achieved the following score: 19% very good, 34% satisfying, 47% unsatisfying. After the cycle training the score increased: 24% very good, 42 satisfying, 33 unsatisfying.

•Performance Indicator IV: Reduced emission of CO21.) Scheme Title: Who Rides the Bike Will be the Winner

During the competition “Who Rides the Bike Will be the Winner” a total of 561 teams participated, meaning 1122 people participated. A survey was conducted after the Action to see how many people had been converted to cycling to work, rather than driving etc. 70% of participants did cycle to work already, 24% had one team member that did and 6% had neither team member cycle to work before the Scheme.

Percentage (%) Nr. Teams Nr. Persons Potential New Cyclists70 393 786 024 135 270 1356 34 68 68

203Out of this 203 potential new cyclists, around 2/3 were former car users, 1/3 pt users and walkers:

Calculated change in Co2 emissions:Amount of new cyclists, who were former car users: 136Number of working days per year: 200Average distance between work & flat: 8kmBoth directions: Factor 2Average Car Co2 emissions: 140g Co2/kmFormula: 136*200*8*2*140= 60928000g=60928kg=60,92t/Co2

2.) Scheme Title: Involve Citizens in the Planning of a Green Network / Green Network for Graz

More pedestrians are using the promenade (Murpromenade), which means that less pedestrians walk on the cycle path, which goes close by. This has led to an increase of cyclists especially during the week.

Calculated change in Co2 emissions:Amount of more cyclists: 100 per dayNumber of working days per year: 200Average distance between work & flat: 8kmBoth directions: Factor 2Average Car Co2 emissions: 140g Co2/kmFormula: 100*200*8*2*140= 44800000g= 44800kg= 44,8 t/Co2

3.) Scheme Title: Bicycle Training for Pupils in Real Traffic EnvironmentPupils now more often use their bicycle to get from home to work and pupils encourage their parents to use more often their bike for leisure trips.

Calculated change in Co2 emissions:a) Pupils use their bikes more often:Number of trained pupils per year: 1900Modal split: 17% by car (before survey)Average distance between home and school: 1,5 kmHow often they use cycle instead of car: 4 times per yearBoth directions: Factor 2Average Car Co2 emissions: 140g Co2/kmFormula: 1900*0,17*1,5*4*2*140= 542640g= 542,6kg= 0,54t/Co2

b) Parents use their bikes more often for leisure trips:Number of trained pupils per year: 1900Modal split: 17% by car (before survey)Average distance for leisure trip: 8 kmHow often they use cycle instead of car: 2 times per yearBoth directions: Factor 2Average Car Co2 emissions: 140g Co2/kmFormula: 1900*0,17*8*2*2*140= 1447040g= 1447kg= 1,44 t/Co2

•Performance Indicator V: Private sector to realise extra benefits of Work Based Travel Plans

An area in the southern part of Graz with a high potential of mobility management companies was selected. All major companies in this area (28 companies in total) were screened in terms of number of employees, company sector and their accessibility of public transport and the bicycle. A database of these companies was developed. In a third step 12 companies were selected and all of these companies were contacted by Austrian Mobility Research. The advantages of carrying out a mobility concept for them, and the details of the ASTUTE project were explained to them. An intensive interview was then carried out with 4 companies. In this interview concrete actions in the field of mobility management were explained and discussed. Anton Parr was the company which met with most concerns and appeared to be most receptive and several actions in the field of mobility management were carried out with the company. Some company bicycles and electric bicycles were purchased and Anton Parr also carried out a mobility action day where all employees got an individual mobility consultation. This consultation comprised of a trip analyses for the public transport mode between home and working place for each employee. In

addition a cost analyses between individual car usage and public transport mode was provided. (see Appendix III for a detailed list of the companies involved)

In addition, the city of Graz organised a Car Free Day in 2006, 2007 and 2008. The ASTUTE project was promoted with a stand of posters, folders and ASTUTE badges. “Radio Soundportal” – a local radio broadcaster- and “Steiermark 1” – a local TV broadcaster – were on stage and broadcasted the actions of the “Car Free Day”.

•Performance Indicator VI: Increase in awareness of citizens and other stakeholder groups on the benefits of cycling and walking

Compared to 2006 there is more awareness of citizens and stakeholder of the benefit of walking and cycling in Graz. 6 of 9 respondents are of the opinion.

5.2 Budapest

•Performance Indicator I: Increase the public acceptability of walking and cycling

In Budapest the rate of bicycling in 2006 was 0%, while it is estimated to have increased to 2% by 2008 by the report on Biking Transport Development, Municipality of Budapest, Vice Mayor Miklós Hagyó.

The updated Transport Development Network Plan has been elaborated recently, and will surely give greater emphasis to sustainable modes of transport: walking and cycling. It will also detail the tool of Workplace Travel Plan too, as a possible way for making complex measurements more popular.

1.) Scheme Title: Critical Mass Budapest – Separate and then Mingle with the Crowd

Number of participants on the Critical Mass biking March is presented bellow. The rising figures clearly show an increase in public acceptability of walking and cycling.

September 2004 4 000April 2004 10 000September 2005 20 000April 2006 32 000April 2007 50 000September 2007 35 000April 2008 80 000

Resource: Estimations of the police

•Performance Indicator II: Improved coordination between all the organisations responsible for walking or cycling

The number of organisations reportedly said to have been in cooperation with Studio Metropolitana Urban Research Centre about waking and cycling issues before the ASTUTE project is 7 companies. This number has increased by 329% since the ASTUTE project, and the number of figures in cooperation has increased to 23. (See Appendix III for a detailed list of the organisations involved).

•Performance Indicator III: Increase in the use of walking or cycling

1.) Scheme Title: Mátyás tér (Mathias Square): Include the locals! (Budapest, 8th District) – Development of Walking Facilities and Area Reputation

Traffic countings at Mátyás Square (at József Street – Nagyfuvaros Street)2007 2008

walker 145 163bicyclist 7 12

Resource: Studio Metropolitana traffic counting. Average for 30 minutes daytime

Traffic countings at Mátyás Square (within the park)2007 2008

Walkers going through 102 121Those walkers who sit down 14 43Bikers 7 0Dogs 6 0Wheelchairs 1 2Prams 0 4

Resource: Studio Metropolitana traffic counting. Average for 30 minutes daytime

2.) Scheme Title: Biking route at South-Buda: Think Network! (Budapest, 11th District) – Biking Route With Low Budget

Traffic counting at Hamzsabégi Street (at Fadrusz Street)2006 2008

walker 22 30bicyclist 2 6

Resource: Studio Metropolitana traffic counting. Average for 30 minutes daytime

Traffic counting at Bartók Béla Avenue (at Ercsi Street) 2006 2008

walker 75 60bicyclist 8 (of which 3 is delivery rider) 17 (of which 1 is delivery rider)

Resource: Studio Metropolitana traffic counting. Average for 30 minutes daytime

3.) Scheme Title: Cinkota: Awake Emotions! (Budapest, 16th District) – Development of Walking Facilities and Area Reputation

2006 EstimationAfter the reconstructions following the plans

walker 14 40bicyclist 1 10Resource: Studio Metropolitana traffic counting. Average for 30 minutes daytime, and traffic

4.) Scheme Title: Kamermayer Square: Stir up the Stillwater! (Budapest, 5th District) – Development of walking facilities and area reputation

2006 EstimationAfter the reconstructions following the plans

walkers 153 200bikers 4 10

Resource: Studio Metropolitana traffic counting. Average for 30 minutes daytime, and traffic calculations

•Performance Indicator IV: Reduced emission of CO2

1.) Scheme Title: Mátyás tér (Mathias Square): Include the locals! (Budapest, 8th District) – Development of Walking Facilities and Area Reputation

Traffic counting by Studio Calculated change in yearly

Metropolitana. Average for 30 minutes daytime

CO2 emission(g)

2007 2008Bus 4 4 0Little lorry 16 19 3*5*140*1,5*48*365= +55 188Big lorry 3 2 -1*5*140*3*48*365= -36 792car 147 127 -20*5*140*48*365= -245 280 000motorcycle 5 8 3*5*140*0,5*48*365= +18 396walker 145 163 -18*5*140*48*365= -220 752 000bicyclist 7 12 -5*5*140*48*365= -61 320 000

Total -61 283 210Calculation: considering an average trip distance of 5 km, considering an average 140 g CO2 emission /personal car/km. Little lorryes are considered 1,5*; big lorries are considered 3*; motorcycles are considered 0,5* emission. As all is calculated yearly, all is multiplied by 48* and 365*.

2.) Scheme Title: Biking route at South-Buda: Think Network! (Budapest, 11th District) – Biking Route With Low Budget

Traffic counting by Studio Metropolitana. Average for 30

minutes daytime

Calculated change in yearly CO2 emission

(g)2006 2008

Little lorry 25 14 -11*5*140*1,5*48*365Big lorry 16 4 -12*5*140*3*48*365car 222 189 -33*5*140*48*365motorcycle 4 7 3*5*140*0,5*48*365walker 75 60 -5*5*140*48*365bicyclist 8 (of which 3 is

delivery rider)17 (of which 1 is delivery rider)

-9*5*140*48*365

Total -12 018 720Calculation: considering an average trip distance of 5 km, considering an average 140 g CO2 emission /personal car/km. Little lorryes are considered 1,5*; big lorries are considered 3*; motorcycles are considered 0,5* emission. As all is calculated yearly, thus all is multiplied by 48* and 365*.

3.) Scheme Title: Cinkota: Awake Emotions! (Budapest, 16th District) – Development of Walking Facilities and Area Reputation

Traffic counting by Studio Metropolitana. Average for 30 minutes daytime

Calculated change in yearly

CO2 emission(g)

2006 EstimationAfter the reconstructions

following the plansLittle lorry 38 38Big lorry 35 10 -25*5*140*3*48*365Trailer lorry 8 0 -8*5*140*6*48*365car 205 105 -100*5*140*48*365tractors 2 2motorcycle 4 4walker 14 40 -26*5*140*48*365bicyclist 1 10 -9*5*140*48*365

Total -31 641 120Calculation: considering an average trip distance of 5 km, considering an average 140 g CO2 emission /personal car/km. Little lorryes are considered 1,5*; big lorries are considered 3*;

trailer lorries are considered 6*; motorcycles are considered 0,5* emission. As all is calculated yearly, thus all is multiplied by 48* and 365*.

4.) Scheme Title: Kamermayer Square: Stir up the Stillwater! (Budapest, 5th District) – Development of walking facilities and area reputation

Traffic counting by Studio Metropolitana. Average for 30 minutes daytime

Calculated change in CO2 emission (g)(140g/km/personal car)2006 Estimation

After the reconstructions following the plans

Cars passing by

105 80 -25*5*140*48*365

Parking cars

32 0

walkers 153 200 -47*5*140*48*365bikers 4 10 -6*5*140*48*365

Total -95 659 200

•Performance Indicator V: Private sector to realise extra benefits of Work Based Travel Plans

Not Applicable.

•Performance Indicator VI: Increase in awareness of citizens and other stakeholder groups on the benefits of cycling and walking

Following the surveys taken by Studio Metropolitana Kht in 2006 (Launch event, Kamermayer Square) and in 2008 October, as Hungarian partner of ASTUTE, two things can be stated. The first is that, in general, all elements were estimated to be more significant in 2008 than in 2006, which shows that people consider these issues much more important. The second is that the listed barriers were estimated more significantly for cycling than for walking both in 2006 and in 2008. This reflects the fact that walking is usually not considered as a mode of transport in Hungary. It is also suggested that the coordination between organisations etc is better than prior to the project launch in 2006 (expressed mostly by professionals) and also that the awareness of the benefits of cycling and walking is significantly higher in 2008 than it was in 2006.

WalkingThe results of the two surveys show:

Great increase in estimations were shown in public transport, which shows that people think that an attractive and effective public transport system can have great effect on walking.

A significant increase appeared in the estimation of political priority at managerial level. People think that at policy making and plan making levels the aims of walking are not represented well enough.

Significant decrease is shown at the consideration of the role of civil society. Most of the people think that civil society has no great role in the issue of walking.

A very significant decrease is shown at the estimation of special maps: most of the people do not think that this kind of maps could convince people to walk more. It can be contributed to the fact that no special walking maps have been introduced in Budapest.

Cycling

The results show that: The public opinion on barriers of cycling is similar to the walking barriers. Great increase in estimations were shown at public transport level, which

shows that people think that an attractive and effective public transport system can have great effect on cycling too.

Significant decrease is shown at the consideration of role of civil society. Most of the people think that civil society has no great role in the issue of cycling. As one of the answerers said: “Cycle paths must not be protested for but built.”

The consideration of special maps showed a decrease. It is partly because of the fact that very few people use their bicycle to discover new areas of the city and its environment. On the other hand the cyclist map, which is issued by the Municipality of Budapest is not always useful, and certainly does not reach bigger crowds.

5.3 Dublin

Throughout the ASTUTE project Codema actively met with stakeholders, to inform on the project progress and to get feedback on the projects impact. We disseminated information on the ASTUTE project and Workplace Travel Plan’s (WTP’s).

•Performance Indicator I: Increase the public acceptability of walking and cycling

Over the project period there has been a significant increase in interest in WTP’s in Dublin, in part due a public consultation document ‘2020 Vision – Sustainable Travel and Transport’ introduced in February 2008 , which will inform the preparation of a Sustainable Travel and Transport Action Plan by the Government. Mobility management and workplace travel plans are a key proposal. WTP’s aim to reduce car use and increase the use of more sustainable modes of transport to the workplace, such as public transport, walking and cycling. As information on WTP’s is distributed and as they become more commonplace/well-known, this has a knock on effect in increasing the public acceptability of walking and cycling.

•Performance Indicator II: Improved coordination between all the organisations responsible for walking or cycling

90.9% of the attendees at a stakeholders meeting October 2008 thought there is improved co-ordination between organisations responsible for walking and cycling in Dublin. Codema made contact directly and indirectly with 34 companies during the testing of the toolkit and the measures from 2006 to 2008, through meetings, presentations, telephone contact and mail out of information brochures. In April 2008 the Dublin Transportation Office (DTO) enquired about the consolidation of the content of www.workplacetravelplans.ie into the agencies own actions and promotion. This is a significant achievement as the DTO is a government agency which provides transport and land use advice to organisations operating in the Greater Dublin Area. (See Appendix III for a detailed list of the organisations involved).

•Performance Indicator III: Increase in the use of walking or cyclingThe WTP’s being implemented in Dublin in Dublin City Council and KPMG, as a result of the ASTUTE project will increase the use of walking and cycling in Dublin. It is too early in the WTP implemention phase in Dublin City Council (DCC) to quantitatively assess the modal shift. However, the city measures are having positive

impact. DCC was identified as a key target because in its role as the central local authority, it has key leveraging power to lead by example in the city and to act as a driver for other local authorities. The appointment of a mobility manager for DCC, as a result of this project process, is a key strategic milestone for DCC and for Dublin into the long-term. The WTP has already been requested by other local authorities as a template. This is a strategic win for Dublin via a multiplier effect. The travel plan has already been requested by other local authorities as a template. This is a second strategic win for Dublin via a multiplier effect. The third strategic win has been the participation of DCC Development Control personnel in the in-house stakeholder committee and in the travel plan development process 2007-2008. Development Control currently conditions travel plans from certain new developments in Dublin. However, traditionally these plans remained unimplemented by the applicants and un-monitored. Engagement of Development Control has enhanced in-house awareness of the travel plan process on the ground within an organisation. KPMG can influence the private sector in the area of WTP’s.

1) Scheme Title: Workplace Travel Plans Website2007-2008 has seen a cultural change in approach to managing transport in Ireland with a shift towards demand-side measures and a sustainable transport action plan is being prepared the Department of Transport in 2008 to include workplace travel plans www.sustainbletravel.ie . This should increase interest in the website.

In April 2008 the Dublin Transportation Office enquired about the consolidation of the content of this site into the agencies own actions and promotion.In the 14 months between Sep 07-12th Oct 08 there were 3692 unique visitors to the website and ca. 20,035 page views. The web statistics show good success to date given the narrow niche audience being targeted. This interest in the website, suggests people are interested in waking and cycling and are therefore are actually changing the way they travel

2) Scheme Title: Dublin City Council’s Workplace Travel PlanThe implementation of Workplace Travel Plans in companies with the aim of reducing car use and increasing the use of more sustainable modes of transport to the workplace, was the core measure in Dublin City.

Dublin City Council (DCC) was identified as a key target because in its role as the central local authority, it has key leveraging power to lead by example in the city and to act as a driver for other local authorities. This leveraging power was seen as especially important because in Dublin there was a very low awareness of travel plans and the field of transport demand management across organizations, due to lack of top down leadership. DCC was also identified as a target because the implementation of a travel-plan in-house could influence the councils own planners and engineers and build in-house capacity and awareness of the travel plan process. The travel plan has already been requested by other local authorities as a template. This is a second strategic win for Dublin via a multiplier effect.

3) Scheme Title: KMPG Workplace Travel Plan The survey completed through the ASTUTE project highlighted that KPMG already have highly sustainable commuting -only 9% in the Harbourmaster building and 13% in Stokes Place drive alone, 30% walk and 4% cycle. Survey commentary revealed unpleasant urban realm, safety, pollution and city prioritising cars as main barriers to cycling and in certain cases walking. KPMG has a smart corporate approach to travel. They also have a progressive approach to parking, with clear restrictions on eligibility, the true parking cost is made explicit in benefits and can be exchanged for another benefit. KPMG can influence the private sector in the area of WTP’s.

Opportunities for KPMG in the future Travel Plan include: Leveraging the existing sustainable travel patterns into corporate reporting Transfer high sustainability of commuting into business trip mode choice,

resulting in cost savings on business travel Re-evaluation of KPMG shuttle Cost-saving on parking overheads Promotion of car alternatives to maintain existing and create new sustainable

travel patterns Integrate active travel into the existing Employee Wellbeing programme

•Performance Indicator IV: Reduced emission of CO21) Scheme Title: Dublin City Council’s Workplace Travel Plan

In the WPT, Dublin City Council has a target of a 5% reduction in car use over the next 3 years to 2011, this will result in a reduction in CO2 (39.4130646 kg) providing the modal shift is changed to walking or cycling.

ModeNo. of people (Y1)

% of people (Y1)

No. of people (Y2)

% of people (Y2)

Average distance travelled (km)

CO2 (kg/km)

CO2 (Y1) (kg)

CO2 (Y2) (kg)

CO2 reduction (kg)

Car 643 34.8 552 29.8 5.85 0.166 278.4901 239.0771 39.4130646Train/DART 226 12.2 7.3 0.07 51.50676 0 51.506756LUAS 50 2.7 7.3 0.08 13.0232 0 13.0232Motorcycle/scooter 32 1.7 6.4 0.1067 9.746063 0 9.74606336Bus 471 25.4 6.2 0.19 247.4577 0 247.457748Walk 250 13.5 1.8 0 0 0 0Cycle 180 9.7 4.2 0 0 0 0TOTAL 1852 100 552 29.8 600.2239 239.0771 361.146832

2) Scheme Title: KMPG Workplace Travel Plan The WTP is still in development for KPMG, no targets have been set yet.

ModeNo. of people (Y1)

% of people (Y1)

No. of people (Y2)

% of people (Y2)

Average distance travelled (km)

CO2 (kg/km)

CO2 (Y1) (kg)

CO2 (Y2) (kg)

CO2 reduction (kg)

Car 262 16 5.85 0.166 113.475 0 113.4749772Train/DART 311 19 7.3 0.07 70.87877 0 70.878766LUAS 147 9 7.3 0.08 38.28821 0 38.288208Motorcycle/scooter 16 1 6.4 0.1067 4.873032 0 4.87303168Bus 376 23 6.2 0.19 197.5459 0 197.545888Walk 475 29 1.8 0 0 0 0Cycle 49 3 4.2 0 0 0 0TOTAL 1636 100 0 0 425.0609 0 425.0608709

Note: we used figures for Dublin City for average distance travelled and CO2 figures for Dublin, instead of the default London figures!

•Performance Indicator V: Private sector to realise extra benefits of Work Based Travel Plans

In 2007 Codema contacted 22 companies via telephone and mailed 42 contacts within the companies an information brochure, to encourage them to take part in the ASTUTE project. In Dublin there was a very low awareness of the benefits of travel plans and the field of transport demand management across organisations, due to lack of top down leadership so companies were very slow to commit to the project. Following on from our initial contact, we held meetings and made presentations to 5 companies who expressed an interest in WTP’s. 2 companies, Dublin City Council (Public sector) and KPMG (Private sector) committed to the ASTUTE project and have adopted a WTP. Dublin City Council has signed off on the WTP and has begun a 3 year implementation phase. We had approx a 9% uptake rate for WTP’s out of all the companies we targeted. (See Appendix III for detailed lists of the concerned organisations and interviews with Dublin City Council’s Mobility Manager and KPMG’s Corporate Social Responsibility Manager).

•Performance Indicator VI: Increase in awareness of citizens and other stakeholder groups on the benefits of cycling and walking

81.8% of the attendees at a stakeholders meeting October 2008 felt that there was more awareness of citizens and stakeholders of the benefits of walking and cycling in Dublin today when compared to 2006 and the remaining 18.2% felt there was much more awareness.

1) Scheme Title: Workplace Travel Plans WebsiteThe website www.workplacetravelplans.ie was developed in 2007 to begin to redress the informational deficit in Dublin. The aim of the content is to sell the benefits of workplace travel plans and explain the travel plan process to the stakeholder audience. Since Sept 2007 there have been over 3,600 unique visitors to www.workplacetravelplans.ie, The web statistics show good success to date given the narrow niche audience being targeted.

Monitoring web hits 2008

5.4 Granada

•Performance Indicator I: Increase the public acceptability of walking and cycling

In an interview, Josefina López, Mobility Manager for the Granada Province Government, states:‘Cycling and walking issues have grown in significance during the last 20 years. Public agencies and public interest groups alike are striving to define the most appropriate way in which to accommodate the two modes within the overall transportation system, so that those who walk or ride bicycles can safely, conveniently, and comfortably access every destination within a community.

Shifts from driving to cycling or walking can reduce traffic congestion, road and parking facility costs and environmental impacts, and increase community Livability and improved Public Health. Programs to encourage and support walking and cycling can increase transport choice by raising public acceptance and support for non-motorised travel

Public support and advocacy for improved conditions for bicycling and walking has created a widespread acceptance that more should be done to enhance the safety, comfort, and convenience of the non-motorized traveller.

Public opinion surveys have demonstrated a strong support for increased planning, funding and implementation of shared use paths, sidewalks and on-street facilities.

At the same time, public agencies have become considerably better equipped to respond to this demand. Research, cooperation and practical experience in

designing facilities for bicyclists and pedestrians has generated new local resources. An increasing number of professional planners and engineers are familiar with this material and are applying this knowledge in their local work to promote these alternative and more sustainable models as usual ways of transport in the city.’

•Performance Indicator II: Improved coordination between all the organisations responsible for walking or cycling

In 2006, there were only 2 organisations reported to have had contact directly and indirectly during the testing of the toolkit and the measures. This had increased by 350% by 2008, with 7 organisations coordinating together. (See Appendix III for the list of these organisations).

•Performance Indicator III: Increase in the use of walking or cycling

1) Scheme Title: Improving Walking Facilities for Accessibility Plan to Historical Centre

WP4 2007 % 2008 % Increase%

modal split

walking 16 20 24 30 +10bus 14 17,5 18 22,5 +5

cycling 1 1,25 3 3,75 +2,5car 18 22,5 11 13,75 -8,75

car-sharing 0 0 0 0 0

taxi 3 3,75 0 0 -3,75

moto 9 11,25 6 7,5 -3,75

scooter 19 23,75 18 22,5 -1,25

     

Total 80 100 80 100Data collected at Pedro Antonio Alarcon Street / Obispo Hurtado Street- (Menorca square corner)

2) Scheme Title: Granada City Council Workplace Travel Plan (Administrative Building “Los Mondragones”)

WP5 2007 % 2008 % Increase%

modal split

walking 14 17,5 21 26,25 +8,75bus 23 28,75 26 32,5 +3,75

cycling 0 0 1 1,25 +1,25car 28 35 19 23,75 -11,25

car-sharing 0 0 0 0 0

taxi 0 0 0 0 0

moto 9 11,25 5 6,25 -5

scooter 6 7,5 8 10 +2,50

     

Total 80 100 80 100Data collected at Fuerzas Armadas Avenue - (Municipality Administrative Building “Los Mondragones”)

•Performance Indicator IV: Reduced emission of CO2

1) Scheme Title: Granada City Council Workplace Travel Plan (Administrative Building “Los Mondragones”)

The main goal is to reduce the amount of staff travelling to work by car and increase those journeys made by walking, cycling, public transport and lift sharing. The Granada City Council Workplace Travel Plan also tries to encourage other public and private stakeholders to develop their own Travel Plans.

Calculated Co2 emissions (before WTP)- Amount of vehicles/day: 360 - Number of working days per year: 206- Average distance between work & home: 8,5km/journey (*2)- Average Car Co2 emissions: 140g Co2/km

Formula: 360*206*8,5*2*140 = 176500800g= 176500,8kg= 176,5 t/Co2

Calculated reduction in Co2 emissions (after WTP)- Amount of vehicles/day: 360 - Target (40% Less vehicles ): 215/day - Number of working days per year: 206- Average distance between work & home: 9km/journey (*2)- Average Car Co2 emissions: 140g Co2/km

Formula: 215*206*8,5*2*140 = 105410200g= 105410,2 kg= 105,4 t/Co2

Total: 71.1 tonnes savings

•Performance Indicator V: Private sector to realise extra benefits of Work Based Travel Plans

The Producer Manager of private company PULEVA S.A, Mr Jose Antonio Exposito states:

‘We think that workplace travel plans can reduce pressure for car parking, enabling the space to be used for other purposes. It may be that you are relocating and won't have as many parks available, or that you'd like to reduce the cost of renting or maintaining your car parks.

Many companies don't realise how much money they spend annually on travel-related expenditure, such as fleet fuel costs, company cars, other workplace-related travel and car park expenses. By analysing travel patterns, you may identify areas where your workplace can save money.

Also being perceived as environmentally friendly will improve your company's image and make it more attractive to customers and shareholders. It will also make it more attractive to present to future employees as a good place to work.

We wish to be involved as partner of Municipality Travel Plan Working Group to evaluate the process and feasibility to develop a Travel Plan in our company.’

This is one example of the private sector realising the extra benefits of Work Based Travel Plans.

•Performance Indicator VI: Increase in awareness of citizens and other stakeholder groups on the benefits of cycling and walking

Enrique Oviedo, Business Manager of Granada’s Commerce Federation says:

‘Most people can walk or cycle, although many cannot use these modes for transportation because they live in automobile-dependent area (Metropolitan Area). Programs that promote cycling and walking for transportation can benefit lower-income and transportation disadvantaged people by increasing public acceptance and support of non-motorised travel, but to work well these programs may require more awareness and incentives for citizens, although these are usually smaller than per-trip subsidies for automobile travel (such as free automobile parking).’

Through individual meetings held in October 2008 most of local stakeholders (75%) thought that there was more awareness of citizens and stakeholders of the benefits of walking and cycling in Granada today when compared to 2006.

5.5 London

•Performance Indicator I: Increase the public acceptability of walking and cycling

There has been an overall 10.8% increase in the significance of the barriers to walking and a 4.8% increase in the significance of the barriers to cycling. (See Appendix III for the full list of barriers).

Over the project period there has been a significant increase in interest in WTP’s in London, in part due to the raising of awareness of the financial benefits of encouraging employees to commute to work where possible on foot or by bicycle. Working to develop a workplace travel plans is a key method of encouraging this in part due to the raising of awareness of the overall benefits to the individual employee. WTP’s aim to reduce car use and increase the use of more sustainable modes of transport to the workplace, such as public transport, walking and cycling. As information on WTP’s is distributed and as they become more commonly accepted, the public acceptability of walking and cycling appears to be increasing.

•Performance Indicator II: Improved coordination between all the organisations responsible for walking or cycling

Overall, including both private and public sectors, London saw an increase of 438%. The number of organisations in the public sector increased for 6 to 24 (400%) and in the private sector went up from 7 to 33 (371%).

These statistics illustrate the increase in coordination between the ASTUTE partners and walking and cycling organisations as perceived by local Mobility Management stakeholders. When asked: “Compared to 2006, is there more or less coordination between walking and cycling organisations in your city today?” With a score range of 1 – 4 points (where 1 represents “MUCH LESS”, 2 “LESS”, 3 “MORE” and 4 represents “MUCH MORE”), the stakeholders’ average was 3.13 points, therefore there is certainly MORE coordination today both in the eyes of the mobility management stakeholders questioned and Partner 1.

•Performance Indicator III: Increase in the use of walking or cycling

The WTP’s being implemented in SMEs throughout London due to the work that CEN has been doing through the ASTUTE project will increase the use of walking and cycling in London. It was felt by all the stakeholders that the public acceptability of walking and cycling had increased. This is for several reasons including financial factors, informational improvements and environmental factors. These factors were all addressed by the marketing that CEN has been involved with through the ASTUTE project.

1) Scheme Title: London Borough of Bromley Workplace Travel Plan (Mobility Plan) Walking increased from 9.5% modal share in March 2007 to 12.4% in June

2008.

Cycling increased from 1.5% modal share in March 2007 to 3.8% in June 2008.

This represents a percentage increase of 30.5% in walking and 153.3% in cycling respectively easily exceeding the target of 10%. The resulting decrease in car journeys was from 69% to 60.8% modal share which constitutes a fall of 11.9% on 2007 levels.

2) Scheme Title: Bromley Town Centre - Improved WalkabilityThe quantative surveys have been taken on a monthly basis since November 2007 and so a meaningful calculation of the trend in walking and cycling rates cannot yet be ascertained. However, the results of attitudinal surveys have a positive indication on walking rates in the future:

63% of the public believed that the measures had improved walkability 61.5% said that “segregated bus stops are now more convenient” 67% said that access for wheelchair / push chair users had improved 14% said that “walkability affects my decision to visit Bromley”.

This last figure in particular suggests that there is scope for a 14% increase in walking thanks to the increased pedestrian measures implemented.

3) Scheme Title: Bromley Town Centre – Walking Time Pocket Maps There was 0% direct increase in walking as a consequence of the map.

The results were a mixture of positive and negative: 51% of those questioned said that the Pocket Map made them feel they lived closer to Bromley Town Centre than they previously thought. 0% actually walked to the Town Centre within the 4 weeks directly because of Pocket map. Their explanations were that 20% already walked, 40% still claimed it was too far, and 7% had mobility issues preventing them to walk that far. An interesting statistic was that 20% of those saying that the map made them feel closer, said it was still too far. These would be the sector of people that would be the most difficult to change the minds of.

4) Scheme Title: BIKEABILITY : Bike Training for Children – London Borough of Bromley 1400 children undertook “Level 2” training.

The number of children cycling at least once a week has therefore doubled as a direct result of the Bikeability scheme in Bromley.

BEFORE TRAINING, children cycling to school3% every day

9% twice a week31% at least once a week

AFTER TRAINING, children cycling to school: 16% everyday 13 % twice a week 61% at least once a week

Further results: % of children allowed to ride on the road by their parentsBEFORE 22% AFTER 77% (and 26% allowed to unsupervised by parents)

Comments by parents:Other comments were also recorded which gives a positive indication for future behaviour. The Barrier of fear of safety and lack of training seems to have been truly overcome.

“Great. It gives a child and parent assurance that they are a little bit more safe “

“Please let me know a safe route from my home to the shops” “He loved it and can now do well in difficult situations”

•Performance Indicator IV: Reduced emission of CO2

1) Scheme Title: London Borough of Bromley Workplace Travel Plan (Mobility Plan)

20075.6km average staff journey length = 11.2km return tripThis means that the average staff member emits:11.2 x 140g = 1568g per staff member per commute.

69% staff drove in car to workTotal number of staff 2190Total number of staff that drove to work = 2190 x 0.69 = 1511 staff

1511 staff making an average of 220 commuting journeys per annum (365 days – 104 (weekends) – 8 (UK public holidays) – 24 (annual leave) – 9 (sick days) = 220 commutes)

1511 x 220 x 15681511 STAFF x 220 COMMUTES X 1568g Co2 per commute = 521,234,560 grams total emission from staff commutes = 521,234 KG Co2 emitted in 2007

20085.6km average journey length = 11.2km return trip 1568g per staff member per commute60.8% staff drove in car to workTotal number of staff 2190Total number of staff that drove to work = 2190 x 0.608 = 1332 staff1332 make 220 commutes each per annum1332 x 220 x 1568 459,486,720 grams or 459,486 KG Co2 emitted in 2008521,234kg – 459,486kg = 61,748kg reduction in Co2

This equates to a 11.8% reduction in Co2 emitted by Bromley Council staff

2) Scheme Title: Enterprise – JLA (Journey Latin America) Workplace Travel Plan

Mode Year 1 Year 2 Year 1 (%) Year 2 (%)

Average distance

travelled (km)CO2

(g/km)

CO2 Year 1

(kg)

CO2 Year 2

(kg)

CO2 reduction

(kg/yr)Car 13 10 23.6 18.5 16.3 124.0 11561.3 8893.3 2668.0Train 3 4 5.5 7.4 31.9 60.0 2526.5 3368.6 -842.2Tube 7 6 12.7 11.1 11.8 55.0 1998.9 1713.4 285.6Bus 5 4 9.1 7.4 7.8 103.0 1767.5 1414.0 353.5Walk 12 10 21.8 18.5 1.6 0.0 0.0 0.0 0.0Cycle 15 20 27.3 37.0 6.9 0.0 0.0 0.0 0.0

Total 55 54 100 100     17854.1 15389.3 2464.9                   

•Performance Indicator V: Private sector to realise extra benefits of Work Based Travel Plans

CEN has non quantitative results which suggest that the private sector has realised the benefits to be gained from developing a workplace travel plan. The number of enquiries about workplace travel plans has remained high despite the economic downturn. There are financial benefits to be gained for the company; however the greater benefits are to the employees themselves. Companies are also aware that the development of a workplace travel plan is one way of illustrating its sustainable credentials and increasing the possibility of winning further contracts, and improving recruitment.

•Performance Indicator VI: Increase in awareness of citizens and other stakeholder groups on the benefits of cycling and walking

Question posed to mobility management stakeholders:

Compared to 2006, is there more or less awareness of citizens and stakeholders of the benefits of walking and cycling in your city today? With a score range of 1 – 4 points (where 1 represents “MUCH LESS”, 2 “LESS”, 3 “MORE” and 4 represents “MUCH MORE”), the stakeholders’ average was 3.13 points, therefore there is certainly MORE awareness today such as health, environmental and cost factors. (see Appendix III).

Working with the key contacts at the SMEs that have requested and then developed a workplace travel plan is a key aspect ensuring effectiveness of the travel plan. CENs work with SMEs through the ASTUTE project enabled the key contacts to have a better understanding of the actions that had been outlined in the travel plan and greater confidence in promoting these and encouraging employees to travel more sustainably. This has lead to an increase in the acceptability of workplace travel plans to SMEs. A travel plan is beginning to be seen as an acceptable tool and often employees are requesting facilities and information from their employer that can be provided through a travel plan. This then feeds back into the cycle of employees being more aware of the benefits of walking and cycling.

5.6 Siracusa

•Performance Indicator I: Increase the public acceptability of walking and cycling

To be assessed after the meeting with the Stakeholders to be held at the end of October. MISSING.

•Performance Indicator II: Improved coordination between all the organisations responsible for walking or cycling

To be assessed after the meeting with the Stakeholders to be held at the end of October. MISSING.

•Performance Indicator III: Increase in the use of walking or cyclingThe measures applied mostly aimed to increase the distance walked by people, rather than the number of totally walked trips. Thanks to the interventions, mainly the system made by edge parking areas and electric minibus routes, some people started to walk, especially on weekends.

“Before and After” surveys were carried out, during both weekdays and weekends in a winter scholastic period, making interviews to people walking in the centre of Ortigia. Citizens were asked whether their choice to walk now has been implemented by the measures applied. During weekends, 24.1% said they started to walk thanks to the measures applied, while only 6.3% said the same during weekdays.

The i7ndicator can be calculated as a weighted average of the percentages of people who said they started to walk thanks to the measures applied, in weekdays and weekends, that is 11.4%.

•Performance Indicator IV: Reduced emission of CO2On the basis of the surveys made, we can identify the percentage of car users that prefer to use the parking areas ‘at the edge’ of the island instead of getting their car inside; based on this percentage, we can make an estimation of the reduced length of car trips, thus assessing the transfer of vehicle-km from cars to walking.

We are also able to assess the annual reduced emission of CO2, using a specific emission rate, used in Italy for urban trips, equal to 208 g CO2 per km.

From the surveys we can draw that: 34.4% of users choose an ‘edge’ parking area; This produces a reduction of 17,196 daily vehicle-km, that are transferred to

walking; This means that 10.7% of car-travelled distance is transferred to walking.

Using the formulation given above, this implies that 1,064 t reduction in yearly CO2 emission.

•Performance Indicator V: Private sector to realise extra benefits of Work Based Travel Plans

Not applicable.

•Performance Indicator VI: Increase in awareness of citizens and other stakeholder groups on the benefits of cycling and walking

To be assessed after the meeting with the Stakeholders to be held at the end of October. MISSING.

Appendix III: Performance Indicators

Graz

•Performance Indicator II: Improved coordination between all the organisations responsible for walking or cycling

Partner Graz      

City Action Organisation 2006 2008

Type of coordination achieved

 

list all walking and cycling organisations with whom you have been in contact, both directly and indirectly, during the testing of the toolkit and the measures

mark with "x" those with whom YOU

have coordinated or as a result of YOUR

actions they have coordinated together

mark with "x" those with whom YOU

have coordinated or as a result of YOUR

actions they have coordinated together

EG conferences, presentations, projects, campaigning, political, external funding, working groups, partnerships

 

Department for City Constructions - City of Graz x x project

 

Transport Planning Department - City of Graz x x project

  Tourist Club of Graz   x project

 

Land Surveying Office (Vermessungsamt) - City of Graz   x project

  Styrian Transport Association (STVG) x x working group  Austrian Mobility Research x x project  Anton Paar Gesmbh   x project  Wilhelm Zultner & Co.   x project  Steirische Gas Wärme   x project  Fresenius Kabi   x project  Transport Operator Graz (GVB)   x working group  ECOMM   x project  Bicycle Graz (bicycle repair company)   x project  40 primary schools in the city of Graz   x project  ECOMM   x presentation  City Councillor in charge of mobility x x political  City Councillor in charge of infrastructure x x political  Car Free Day   x campaining                    TOTAL of organisations 6 18    Percentage change   300%           

•Performance Indicator V: Private sector to realise extra benefits of Work Based Travel Plans

List 1Nr. Company Name Company Sector Number of

Employees1 Herzog Baugesellschaft Construction

Company95

2 Kern Baugesellschaft Construction Company

100

3 Herwa Multiclean Gebäudereiningung Cleaning Company 3004 Steirische Gas Wärme Energy Provider 3015 Stoff Transporte Logistics Company 906 Watzke Gesellschaft Transport Operator 1167 Wilhelm Zultner Metal Industry 1608 Elektroinstallationsunternehmen -

WagnerElectronics Industry 118

9 Leykam Druck Priniting Company 16710 MEWA Textil Textile Industry 21011 Wo & Wo Solar Panels 32012 Verbund Energy Provider 40013 Anton Paar Measurement

Provider450

14 Lorencic GmbH Construction Company

90

15 Feinschmecker Josef reiner Meat Production 9016 Kunststoff Zengerer Trader of wood 9617 Franz Lederer Construction

Company100

18 Herneth Flower Shop 10019 Neue Raumpflege Cleaning Company 10020 Schreiner Trockenbau Construction

Company 103

21 Proworks Montageservice Staff Leasing Company

130

22 MSB Morocutti Steel Company 14023 Pongratz Bau Construction

Company 190

24 Gebäudereiningung Schwarzl Cleaning Company 21025 Team Styria Repair Station 30026 Neckermann Catalog Company 44627 Fresenius Kapi Pharmacy Company 53028 Hilfswerk Steiermark Social Welfare 700

List 2Nr. Company Name Company Sector Number of

Employees1 Steirische Gas Wärme Energy Provider 3012 Wilhelm Zultner Metal Industry 1603 Elektroinstallationsunternehmen -

WagnerElectronics Industry 118

4 Leykam Druck Priniting Company 1675 MEWA Textil Textile Industry 2106 Wo & Wo Solar Panels 3207 Verbund Energy Provider 4008 Anton Paar Measurement

Provider450

9 Kunststoff Zengerer Trader of wood 9610 Neckermann Catalog Company 44611 Fresenius Kapi Pharmacy Company 53012 Hilfswerk Steiermark Social Welfare 700

List 3Nr. Company Name Company Sector Number of

Employees1 Steirische Gas Wärme Energy Provider 301

2 Wilhelm Zultner Metal Industry 1603 Anton Paar Measurement

Provider450

4 Fresenius Kapi Pharmacy Company 530

Budapest

•Performance Indicator II: Improved coordination between all the organisations responsible for walking or cycling

Partner Budapest      

City Action Organisation 2006 2008

Type of coordination achieved

 

list all walking and cycling organisations with whom you have been in contact, both directly and indirectly, during the testing of the toolkit and the measures

mark with "x" those with whom YOU

have coordinated or as a result of YOUR

actions they have coordinated together

mark with "x" those with whom YOU

have coordinated or as a result of YOUR

actions they have coordinated together

EG conferences, presentations, projects, campaigning, political, external funding, working groups, partnerships

  Mayor, Municipality of Budapest x x

 

Municipality of Budapest, Office of Vice Mayor x

 

Municipality of Budapest, Transport Department   x

 

Municipality of Budapest, Transport Department, expert responsible for cycle issues   x

 

Municipality of Budapest, Transport Department, manager of department x

 

Municipality of Budapest, Office of Chief Architect, Chief Architect x x

 

Municipality of Budapest, Vice Mayor responsible for development issues x x

 

Municipality of Budapest, Vice Mayor responsible for transport issues x x

 

Local Government of Budapest, 16th District, x

 

8th district local government’s development agency (RÉV8) x x

  REevolutio Consulting x

 

Local Government of Budapest, 11th District x

 

Local Government of Budapest, 5th District, Office of Chief Architect x

  Közlekedés Kft x  Hungarian Biker’s Club x

 

MUT (Association of Hungarian Urbanists) x

  Clean Air Action Group x x  Zöldfácska Kft x   PALATIUM Studio Kft x     Zöld Fiatalok Association   x   

Védegylet Association x xKamermayer Projekt Egyesület (Kamermayer Project Association) xBudapest Transport Ltd x

  TOTAL of organisations 7 23    Percentage change   329%           

Dublin

•Performance Indicator II: Improved coordination between all the organisations responsible for walking or cycling

Partner Dublin      

Organisation 2006 2007 2008 Type of coordination achieved

list all walking and cycling organisations with whom you have been in contact, both directly and indirectly, during the testing of the toolkit and the measures

mark with "x" those with whom

YOU have coordinated or as a result of YOUR actions they have

coordinated together

ark with "x" those with whom YOU have coordinated or as a result of YOUR actions

they have coordinated

together

mark with "x" those with whom

YOU have coordinated or as a result of YOUR actions they have

coordinated together

EG conferences, presentations, projects, campaigning, political, external funding, working groups, partnerships

Sean O’Sullivan & Associates X Stakeholders meetingDun Laoghaire Rathdown County Council X Stakeholders meetingArups Consulting Engineers X Stakeholders meetingDublin Chamber of Commerce X Stakeholders meetingDublin Transportation Office X Stakeholders meetingDublin City Council x Stakeholders meetingSouth Dublin County Council X Stakeholders meetingViper Ireland Ltd X Stakeholders meetingBaileys, Diageo X Stakeholders meetingUniversity College Dublin X Stakeholders meetingLifemed Consulting Ltd x Stakeholders meetingDublin City Council x Steering committee

The Rotunda Hospital

x Telephone contact & mail out information brochure, followed by meeting & presentation

Pricewater House Cooper

X Telephone contact & mail out information brochure, followed by meeting & presentation

Sherry Fitzgerald Group

X Telephone contact & mail out information brochure, followed by meeting & presentation

KPMG

X Telephone contact & mail out information brochure, followed by meeting & presentation

Dublin City Council X Telephone contact & mail out information brochure, followed by meeting &

presentationDublin Institute of Technology

x Telephone contact & mail out information brochure

Fás Head Officex Telephone contact & mail out information

brochure

Dublin City Universityx Telephone contact & mail out information

brochure

Deloitte & Touchex Telephone contact & mail out information

brochure

South Dublin County Councilx Telephone contact & mail out information

brochure

Sustainable Energy Irelandx Telephone contact & mail out information

brochure

Dublin Transportation Officex Telephone contact & mail out information

brochure

Department of Transportx Telephone contact & mail out information

brochure

Department of Environmentx Telephone contact & mail out information

brochure

Mc Cann Fitzgeraldx Telephone contact & mail out information

brochure

Pfizerx Telephone contact & mail out information

brochure

Vivas Healthx Telephone contact & mail out information

brochure

NSAIx Telephone contact & mail out information

brochure

Bank of Irelandx Telephone contact & mail out information

brochure

Citigroupx Telephone contact & mail out information

brochure

Hiberian Insurancex Telephone contact & mail out information

brochure

Diageox Telephone contact & mail out information

brochureDublin City Council x Stakeholders meeting for toolkit evaluationDublin Cycle Campaign x Stakeholders meeting for toolkit evaluationDublin Transportation Office x Stakeholders meeting for toolkit evaluationIrish Heart Foundation x Stakeholders meeting for toolkit evaluationTravelways/ Children’s University Hospital

xStakeholders meeting for toolkit evaluation

Travelways/ Mater Hospital x Stakeholders meeting for toolkit evaluationDublin City Council X Stakeholders meetingSouth Dublin City Council X Stakeholders meetingDublin Airport Authority X Stakeholders meetingDublin Transportation Authority X Stakeholders meetingKPMG X Stakeholders meetingIrish Heart Foundation X Stakeholders meeting

Vipre Ireland Ltd xStakeholders meeting Stakeholders meeting

TOTAL of organisations 11 26 7  Percentage change   %         

•Performance Indicator V: Private sector to realise extra benefits of Work Based Travel Plans

In 2007 we contacted 22 companies via telephone and mailed 42 contacts within the companies an information brochure ‘Workplace Travel Plans, Dublin, Employer based Strategies for Sustainable Transport’ to encourage them to take part in the ASTUTE project.

1 The Rotunda Hospital2 Pricewater House Cooper3 Sherry Fitzgerald Group4 Dublin Institite of Technology5 Dublin City Council6 KPMG7 Fás Head Office8 Dublin City University9 Deloitte & Touche 10 South Dublin County Council11 Sustainable Energy Ireland12 Dublin Transportation Office13 Department of Transport14 Department of Environment15 Mc Cann Fitzgerald16 Pfizer17 Vivas Health18 NSAI19 Bank of Ireland20 Citigroup21 Hibernian Insurance22 Diageo

Following our above initial contact, we held meetings and made presentations to 5 companies who expressed an interest in WTP’s .

1 Rotunda Hospital2 Price Waterhouse

Cooper3 Dublin City Council4 KPMG5 Sherry Fitzgerald

2 companies, Dublin City Council (Public sector) and KPMG (Private sector) committed to the ASTUTE project and have adopted a WTP.

1 company Dublin City Council has signed off on the WTP and has begun a 3 year implementation phase.

Qualitative Interviews:

Dublin City Council : Vanessa Hand, Mobility Manager“The Travel Plan here at Dublin City Council is consistent with our development plan and policy. To encourage modal change from private car use towards increased use of more sustainable forms of transport, such as public transport, cycling and walking.Dublin City Council is committed to a car park management strategy, that will provide for operational trips and parking within the existing car park numbers. Dublin City Council has recently created its first in-house mobility manager role to manage

the travel plan. The travel plan will be implemented over a 3 year period, and address commuting trips, business travel and visitor trips”. 

KPMG: Karina Howley, Corporate Social Responsibility Manager: “At KPMG, we believe that corporate social responsibility is at the heart of all great organisations and we are committed to making a difference in the communities that we operate in. One of the key components of corporate social responsibility is the environment. At KPMG Ireland we recently renewed our carbon neutral status for 2008, and we have an active environmental committee working to engage with and work with staff, to reduce our carbon footprint. Sustainable travel by our staff is another way of reducing our footprint. We are delighted to be part of the EU Astute project. Allowing us to understand our commuter patterns and look at ways we can introduce some more sustainable solutions”.

Granada

•Performance Indicator II: Improved coordination between all the organisations responsible for walking or cycling

Partner Granada      

City Action Organisation 2006 2008

Type of coordination achieved

 

list all walking and cycling organisations with whom you have been in contact, both directly and indirectly, during the testing of the toolkit and the measures

mark with "x" those with whom YOU

have coordinated or as a result of YOUR

actions they have coordinated together

mark with "x" those with whom YOU

have coordinated or as a result of YOUR

actions they have coordinated together

EG conferences, presentations, projects, campaigning, political, external funding, working groups, partnerships

  Province Government X Political  Regional Government X Political  Walk 21 Local X X Project  Employer’s Association X Working Group  Commerce Federation X X Project  Metropolitan Industrial Parks X Working Group  Tourist Association X Working group  TOTAL of organisations 2 7    Percentage change   350%           

London

•Performance Indicator I: Increase the public acceptability of walking and cycling

The following Barriers have seen the largest increase in significance. Those underlined are the largest increases.

Walking1 Physical: climate2 Physical: topography

3 Urban Form: shape of city, width of streets etc4 Transport infrastructure: public transport5 Transport infrastructure: footpaths, signalisation etc6 Public finances7 Political priority: national/regional8 Political priority: municipal9 Political priority: managerial10 Safety: level of vehicle traffic as seen by the managers12 Cultural: the status of walking

Cycling 1 Physical: climate2 Physical: topography3 Urban Form: shape of city, width of streets etc4 Transport infrastructure: public transport5 Transport infrastructure: cycleways, signalisation etc6 Public finances7 Political priority: national/regional9 Political priority: managerial

The following Barriers however have seen a decrease in significance . Those underlined are the biggest decreases.

Walking11 Safety: level of vehicle traffic as seen by pedestrians13 Political priority: civil society14 Informative: provision of maps etc

Cycling 8 Political priority: municipal10 Political priority: civil society11 Safety: level of vehicle traffic as seen by the managers12 Safety: level of vehicle traffic as seen by cyclists13 Cultural: the status of cycling14 Informative: provision of maps etc

•Performance Indicator II: Improved coordination between all the organisations responsible for walking or cycling

Partner London: CEN      

City Action Organisation 2006 2008

Type of coordination achieved

  list all walking and cycling organisations with whom you have been in contact, both directly and indirectly, during the testing of the toolkit and the measures

mark with "x" those with whom

YOU have coordinated or as a result of YOUR actions they have

coordinated together

mark with "x" those

with whom YOU have

coordinated or as a result of YOUR

EG conferences, presentations, projects, campaigning, political, external funding, working groups, partnerships

actions they have

coordinated together

         1 TfL, STU team x x working group

  NLTP, Sub-regional Coordinator   x project  NCTN, Sub-regional Coordinators   x project  TGLP, Sub-regional Coordinators   x project  Seltrans, Sub-regional Coordinators   x project  Sweltrac, Sub-regional Coordinators   x project  Westrans, Sub-regional Coordinators   x project  Borough Officers in 33 London Boroughs   x project  London Travel Awareness Team x x campaigning         

2 TfL, STU team x x working group  NLTP, Sub-regional Coordinator   x project  NCTN, Sub-regional Coordinators   x project  TGLP, Sub-regional Coordinators   x project  Seltrans, Sub-regional Coordinators   x project  Sweltrac, Sub-regional Coordinators   x project  Westrans, Sub-regional Coordinators   x project  Borough Officers in 33 London Boroughs   x project  London Travel Awareness Team x x campaigning  TFL, Walking Programme Manager   x walking awareness  TfL, Cycling Centre of Excellence   x cycling awareness

 The Glades Shopping Centre Management   x

measure implementation

  ACTTravelwise   x training

  Living Streets   xmeasure implementation

         3 London Travel Awareness Team x x campaigning

  London Chamber of Commerce   x campaigning  London Remade   x campaigning  Business in the Community   x campaigning  Living Streets   x campaigning  European Mobility Week   x campaigning  Bikeability   x travel awareness  London Cycling Campaign x x cycling awareness  Dr Bike   x bicycle maintenance  Planning Officers in London Boroughs x x travel awareness           TOTAL of organisations 7 33    Percentage change   371%           

City Action Organisation

coordinated with in 2006

coordinated with in 2008

Type of coordination

         

1LB Bromley Travel Plan Steering Group   x working group

 LB Bromley Executive Committee   x political

 LB Bromley Chief Officer Executive   x political

 The Glades Shopping Centre Management   x

working group, external funding

  Bromley Town Centre Manager   x working group

 Newshopper - Green Guardian section Local Press   x campaigning

  I Move London   x campaigning  Bromley Bike Co   x project

 Transport for London, Walking Programme Manager   x project

 TfL, Cycling Centre of Excellence x x project

  TfL, Sub Regional coordinators x x project  London Travel Awareness Team x x campaigning

  ACTTravelwise x xcampaigning, presentation

  Living Streets   x campaigning

  ECOMM    travel awareness, project

 TfL, Walking Monitoring, Brett Little   x project

  walk 21   x presentation2 TfL Legible London   x travel awareness3 Bike Week   x travel awareness

  Walk to Work   x travel awareness  European Mobility Week x x travel awareness  Bikeability x x bike training

  Cycling England    travel awareness, political

  Dr Bike   x travel awareness           TOTAL of organisations 6 24  

  Percentage change  400%

increase  

•Performance Indicator VI: Increase in awareness of citizens and other stakeholder groups on the benefits of cycling and walking

PI2 - is there more or less coordination between walking and cycling organisations in your city today?

PI6 - is there more or less awareness of citizens and stakeholders on the benefits of walking and cycling

in your city today?

Mob Magt stakeholder

MUCH MORE (4 points)

MORE (3 points)

LESS (2 points)

MUCH LESS (1 point)

Mob Magt stakeholder

MUCH MORE (4 points)

MORE (3 points)

LESS (2 points)

MUCH LESS (1 point)

1 x 1 x  2 x 2 x  3 x 3 x  4 x 4 x  5 x 5 x  6 x 6 x  

7 x 7 x  8 x 8 x  9 9  

10 10  11 11  12 12  13 13  14 14  15         15        

TOTAL SCORE 24

TOTAL SCORE 24

AVERAGE 3 AVERAGE 3RESULT RESULT

6 Performance Indicators Summary Table

•Performance Indicator I: Increase the public acceptability of walking and cycling

•Performance Indicator II: Improved coordination between all the organisations responsible for walking or cycling

•Performance Indicator III: Increase in the use of walking or cycling

•Performance Indicator IV: Reduced emission of CO2

•Performance Indicator V: Private sector to realise extra benefits of Work Based Travel Plans

•Performance Indicator VI: Increase in awareness of citizens and other stakeholder groups on the benefits of cycling and walking

Partner PI I PI II PI III PI IV PI V PI VI

Graz •Decrease in the significance of barriers, resulting of the city measures which are having a positive impact.

•Increase from 6 to 8 organisations.

•300% increase in coordination.

•Political working group campaign.

• 59% said “Who Rides the Bike Will be the Winner” was “very good”, as did 76% of children from “Bicycle Training for Pupils in Real Traffic Environments” said the scheme was “cool and made a lot of fun”.

•70% of participants in “Who Rides the Bike Will be the Winner” cycling to work was increased to 92% after the initiative. 19% of pupils were assessed as “Very good” at the beginning of “Bicycle Training for Pupils in Real Traffic Environments”, which increased to 24%.

119.16 t/CO2 Total:• Murpromenade:Amount of more cyclists: 100 per day44,8 t/Co2 p.a.

•16 parking spaces removed12,9t/Co2•Bike training est.0,54t/Co2•Bike training – parents more leisure trips est. 1,44 t/Co2•Anton Parr

60,92t/Co2

•Anton Parr carried out several actions towards mobility management.

•City of Graz organised an annual Car Free Day starting in 2006.

•6 out of 9 respondants are of the opinion that, compared to 2006 there is more awareness of citizens and stakeholders of the benefits of walking and cycling.

Budapest •The rate of cycling •The number of Increase of •Total 200,602,250g N/A •Greater increase in

has increased by 2%.

•The number of participants of the Critical Mass Biking March has increased by 76000 people.

organisations in coordination has increased by 329% (from 7 to 23 companies)

walkers/cyclists at: •Mathias Square from 152 to 175.

•Fadrusz Street from 24 to 36.

• 16th District from 15 to 50

•Kamermayer Square from 157 to 210.

•Total increase from 348 to 471 people.

•Mathias Square: 61,283,210g

•11th District: 12,018,720g

•16th District:

31,641,120g

•Kamermayer Square: 95,659,200g

estimations shown by public transport systems.

Dublin •Significant increase in Work Travel Plans

•90.9% of the asked stakeholders thought there was improved coordination between organisations.

•34 companies are now in contact directly and indirectly with Codema.

•20,035 views of the Workplace travel Plans Website, including 3692 unique visitors.

•Dublin City Council’s Workplace Travel Plan: 361.146832 kg/Co2

•KMPG Workplace Travel Plan: 425.0608709 kg/Co2.

•Codema contacted 22 companies with information about the ASTUTE project.

•2 companies (Dublin City Council and KPMH) adopted Work Based Travel Plans.

•There was a 9% uptake rate for Workbased Travel Plans out of all the companies targeted.

•81.8% of stakeholders felt there was more awareness on the benefits of walking and cycling.

•18.2% felt there was much more awareness.

•There have been over 3600 unique visitors o the Workplace travel Plans Website.

Granada •Public opinion •Increase from 2 to •Menorca Square •Total: 71.1 t/Co2. •Private Company •75% of

surveys have demonstrated a strong support for increased planning, funding and implementation of shared use paths, sidewalks and on-street facilities.

7 organisations. corner: Increase in walking by 10% and cycling by 2.5%.

•Los Mondragones building: increase in walking by 8.75% and cycling by 1.25%.

PULEVA S.A wish to be involved as a partner of the Municipality Travel Plan Working Group, with the look to develop a Travel Plan for the company.

stakeholders thought that there was more awareness of citizens and stakeholders in 2008 than in 2006.

London •Overall 10.8% increase in the significance of the barriers to walking and a 4.8% increase to the significance of the barriers to cycling.

•Including both private and public sectors there was an increase in 438%.

•Increase from 6 to 24 organisations in the public sector.

•Increase from 7 to 33 organisations in the private sector.

•Average point score was 3.13 points when stakeholders were asked whether they think there is more or less coordination between organisations. (3 = MORE, 4 = MUCH

•London Borough of Bromley Workplace Travel Plan:

Walking increased from 9.5% to 2.4%.

Cycling increased from 1.5% to 3.8%.

•Bromley town Centre – Improved Walkability Scheme:

63% of the public believed measures has improved walkability.

•BIKEABILITY: Bike Training for Children:

1400 children took “Level 2” training.

•Total: 64,212.9 kg/Co2 reduction.•London Borough Bromley Workplace Travel Plan: 61,748 kg/Co2 reduction. (an 11.8% reduction)

•JLA Workplace travel Plan:

2464.9 kg reduction.

•Higher number of enquiries about Workplace Travel Plans from private sector businesses, despite the economic downturn.

•Average point score was 3.13 points when stakeholders were asked whether they think there is more or less coordination between organisations. (3 = MORE, 4 = MUCH MORE).

MORE).

Siracusa •MISSING. •MISSING. •11.4% of peopled surveyed said they had started to walk thanks to the measures applied.

•1,064 tonnes reduction in yearly Co2 emission.

N/A •MISSING.

7 Partnership Mentoring A key aspect of the ASTUTE project was mentoring. The cities with more experience in certain aspects of the ASTUTE work would be able to share this experience and knowledge gained through longer periods of work in specific areas. Below are comments from each city regarding their experiences of mentoring and there is a summary table included at the end of this section.

7.1 Dublin

Codema had a mentoring relationship with partners, CEN in London and FGM AMOR in Graz.

Codema went on a mentoring technical visit to Graz on 3rd and 4th September 2007. We looked at how Graz increased walking and cycling in their city. The process in Graz began in the 1980’s, so it is a long term project. Graz City Administration shows real commitment, there is a division for cycling and they have a clear vision/strategy for the city. There are rigorous measures implemented in Graz, such as pedestrianisation, parking restrictions and a 30km speed limit. Pedestrians and cyclists are prioritised and there is a budget for expensive measures. We visited a very progressive company ‘Anton Paar’ that supports walking, cycling and exercise. It is part of the company’s philosophy and there is top down support provided. We looked at the facilities provided for their staff to encourage and support walking, cycling and exercise. The technical visit to Graz was very beneficial and we learned valuable lessons that can possibly be explored in Dublin.

We went on a technical visit to London Nov 2007, hosted by London Borough of Bromley. The presentation on the Workplace Travel Plan for Borough of Bromley was most valuable, as we are also involved in WP5 and can learn from their experience.Codema held a mentoring session in Dublin in May 2008, attended by CEN. It was very interesting to see how CEN was progressing with Work based Travel Plans in London and to be able to discuss the process and challenges faced. The best approach for developing workplace travel plans was discussed and best-practice exchanged. It was found that brokering senior management buy-in at the outset is one of the critical success factors. As well as setting up a steering committee comprising of senior staff from various departments (such as roads and traffic, law, finance, facilities, human resources and corporate services department). These support mechanisms make it possible to put strategic organisational changes forward. Organisational research coupled with staff travel research has been very important to making the right recommendations for change as these are founded on due diligence and research from within the organisation. In respect to SME offering packages for e.g. cycling, walking or car-sharing has proved to be a successful approach.

Codema carried out a lot of our mentoring exchange via e-mail and found that this method satisfied our needs. However, it was certainly very beneficial to be able to travel to Graz and London for technical visits and to see what is happening on the ground. The allocated mentoring budget was very useful for these trips. Codema would have liked to have brought some Dublin City Council representatives to both technical visits, but it was difficult to organise and there was not an ASTUTE budget for the Council. This would have been a good learning experience for Dublin City

Council as Graz and London are more advanced in the area of walking and cycling in the city. In summary Codema enjoyed the mentoring process and found it very beneficial. We had good exchange with our mentoring partners, CEN and FGM AMOR.

7.2 GranadaSee summary spreadsheet below (Appendix IV).

7.3 LondonCEN had a mentoring relationship with partners, Codema in Dublin, Siracusa in Granada and Bromley in London.

CEN delivered a mentoring technical visit to Dublin in May 2008 with the aim of comparing successes in both London and Dublin to establish best practice. A presentation was made outlining the work that CEN has been delivering across London. A similar presentation was completed by Codema presenting the situation in Dublin. The resulting discussion was extremely useful in realising the importance of detail in the particular situations. For example the size of London produces a considerably different travel situation in outer London than in central London. The importance of Dublin City Council as an authority as well as an exemplar project was thought to be greater than the individual local authorities in London. However the local authorities in London provide considerable resource to establishing and assisting in the delivery of workplace travel plans. Transport for London (TfL) are the overall transport authority in London and have realised the strategic importance of working through each local authority, providing resource, training and advice.

The best approach for developing workplace travel plans was discussed and best-practice exchanged. It was found that establishing senior management buy-in at the outset is one of the critical success factors. Having an entrepreneurial figure at a senior level who is engaged with sustainable travel and is able to realise the benefits associated is also able to provide considerable drive to the project. These support mechanisms make it possible to put strategic organisational changes forward. In respect to SME offering packages for e.g. cycling, walking or car-sharing has proved to be a successful approach. Whilst the process is lengthened and some SME’s view this as a negative factor, it is likely to be more successful in the gradual process of encouraging behavioural change.

Other mentoring has been established over the telephone and by email. CEN has appreciated the support that has been provided by Bromley, the lead partner for ASTUTE. It was very encouraging to know that there was a contact who could be asked for advice and opinion. Once the project started it was useful to have examples of what works well and how aspects might be improved. We felt that we had established reasonably strong relationships with our mentoring partners, particularly with P1 and P4. As such it would have been possible to give and receive much of the mentoring that we achieved without specific budget. The allocated budget did allow an additional visit with regard to travel and accommodation costs and time committed to the mentoring.

Appendix IV: ASTUTE Monitoring Questionnaire

ASTUTE mentoring questionnaire                         

 

Which partners were you linked to administer mentoring?

Which partners did you have mentoring links with?

How was that mentoring carried out?

How useful was the mentoring?

What worked well? What could have been done to improve the mentoring?

       (Phone/Email/Visit) (1-10)    P1 - Bromley    

P2 - CEN P3, P4 P3, P4 Phone/Email/Visit 8

It was very encouraging to know that there was a contact who could be asked for advice and opinion. Once the project started it was useful to have examples of what works well and how aspects might be improved. On presenting our work to P4 it was reassuring to know that the challenges and processes adopted were similar to those adopted by P4. We felt that we had established reasonably strong relationships with our mentoring partners, particularly with P1 and P4. As such it would have been possible to give and receive much of the mentoring that we achieved without specific budget. The allocated budget did allow an additional visit with regard to travel and accommodation costs and time committed to the mentoring.  

P3 - Granada P2, P8 P2, P8 Phone/Email/Visit 8 Mentoring brings value to each partner in its practice: mentees, mentors and the organizations for which they work. We had an opportunity to exchange good practices with italian colleagues(P8) to see what works well and what must be improved due our similar urban planning conditions and by the other side, we did could to gain Knowledgement from those colleagues whom has traveled the path before us (P2) in order to evaluate the feasability of process developed at local level.Mentors have an opportunity to invest themselves in someone who seeks

 

what they can offer. The consortium has the opportunity to share and spread its acquired learning and know-how.In addition to those who are directly involved in its practice, mentoring also helps partners at large because it fosters an environment in which people work together and assist one another in their drive to become better skilled.

P4 - Dublin P7, P2 P7,P4 Phone/Email/Visit

Codema went on a mentoring technical visit to Graz on 3rd and 4th September 2007. The experience was very beneficial and we learned valuable lessons that can be possibly explored in Dublin. We went on a technical visit to London Nov 2007, hosted by London Borough of Bromley. The presentation on the Workplace Travel Plan for Borough of Bromley was very valuable, as we are also involved in WP5 and can learn from their experience. We hosted a mentoring session in Dublin in May 2008 between CEN and Codema. It was very interesting to see how CEN was progressing with Workbased Travel Plans in London and to be able to discuss the process, challenges faced and exchange best practice. We carried out a lot of our mentoring exchange via e-mail and found that this method satisfied our needs. However, it was certainly very beneficial to be able to travel to Graz and to see what is happening on the ground there. The allocated budget was very useful in this case. Codema would have liked to have brought some Dublin City Council representives to Graz for the technical visit, but it was difficult to organise and there was not an ASTUTE budget for the Council. This would have been a good learning experience for Dublin City Council as Graz is more advanced in the area of walking and cycling in the city. Codema enjoyed the mentoring process and had good exchange with our mentoring partners.  

P5 - Hungary    P6 - Graz    P7 - FGM-    

AMORP8 - Siracusa    P9 - Uni-Catania            

Appendix V: ASTUTE Before and After Survey

Between 2006 and 2008 ASTUTE has been implementing activities to overcome the barriers to the promotion of walking and cycling.

In order to assess how the broader views of Mobility Management stakeholders have changed (regarding the barriers) since 2006, we invite you to complete the following questionnaire.

[please look in your BEFORE survey for extra barriers that you reported on – more than 1 – 14 below]

1. Please describe your role [please answer A and B!] A B

are you … IF NOT please specify!

POLITICIAN Senior?

MANAGER Senior?

INVESTOR Property?

LOBBYIST Cycling/walking?

OTHER

2. The proposed ASTUTE actions in your city: how significant are the following as BARRIERS? [answer: 1= low; 6=high]

WALKING 1 2 3 4 5 6

1. Physical: climate

2. Physical: topography

3. Urban Form: shape of city, width of streets etc

4. Transport infrastructure: public transport

5. Transport infrastructure: footpaths ,signalisation etc

6. Public finances

7. Political priority: national/regional

8. Political priority: municipal

9. Political priority: managerial

10. Political priority: civil society

11. Safety: level of vehicle traffic as seen by the managers

12. Safety: level of vehicle traffic as seen by pedestrians

13. Cultural: the status of walking

14. Informative: provision of maps etc

15. [please look in your BEFORE survey for extra barriers you reported on]

16.

17.

3. The proposed ASTUTE actions in your city: how significant are the following as BARRIERS? [answer: 1= low; 6=high]

CYCLING 1 2 3 4 5 6

1. Physical: climate

2. Physical: topography

3. Urban Form: shape of city, width of streets etc

4. Transport infrastructure: public transport

5. Transport infrastructure: cycleways, signalisation etc

6. Public finances

7. Political priority: national/regional

8. Political priority: municipal

9. Political priority: managerial

10. Political priority: civil society

11. Safety: level of vehicle traffic as seen by the managers

12. Safety: level of vehicle traffic as seen by cyclists

13. Cultural: the status of cycling

14. Informative: provision of maps etc

15.

16.

17.

18.

19.

4. NEW QUESTION (to support Performance Indicator 2 – improved coordination of walking and cycling organisations?)

Much more

More Less Much less

Do you feel that, compared to 2006, there is more or less coordination between walking and cycling organisations in [partner city] today?

5 NEW QUESTION (to support Performance Indicator 6 – increased awareness of citizens and stakeholders on benefits of cycling and walking?)

Much more

More Less Much less

Do you feel that, compared to 2006, there is more or less awareness of citizens and stakeholders of the benefits of walking and cycling in [partner city] today?