topic: next generation transport industry innovationsinternational conference science and traffic...

International Scientific ConferenceSCIENCE AND TRAFFIC DEVELOPMENT

Topic: Next Generation Transport Industry Innovations

ORGANIZERS

9th - 10 th May 2019Opatija, Croatia

ISSN 2623-5781

Proceedings of the International Scientific Conference “Science and Traffic Development” (ZIRP 2019)

University of ZagrebFaculty of Transport and Traffic Sciences

University of Bremen Wroclav Universityof Science and Technology

PARTNERS

INTERNATIONAL CONFERENCE SCIENCE AND TRAFFIC DEVELOPMENT

NEXT GENERATION TRANSPORT INDUSTRY INNOVATIONS

9th – 10th May, Opatija, Croatia

Editors

Ivan Grgurević, Ph.D. Tomislav Rožić, Ph.D.

Chairman of Programme Committee Marko Šoštarić, Ph.D., HRV

Programme Committee Mario Anžek, Ph.D., HRV Dario Babić, Ph.D., HRV

Patricija Bajec, Ph.D., SLO Ivona Bajor, Ph.D., HRV

Smail Benzidia, Ph.D., FRA Davor Brčić, Ph.D., HRV Olja Čokorilo, Ph.D., SRB

Vladimir Đorić, Ph.D., SRB Goran Đukić, Ph.D., HRV

Tomislav Fratrović, Ph.D., HRV Paulina Golinska, Ph.D., POL Ivan Grgurević, Ph.D., HRV

Yuejie Han, Ph.D., CHN Edouard Ivanjko, Ph.D., HRV

Niko Jelušić, Ph.D., HRV Artur Kierzkowski, Ph.D., POL

Tomasz Kisiel, Ph.D., POL Milan Kljajin, Ph.D., HRV

Tomislav Kljak, Ph.D., HRV Herbert Kopfer, Ph.D., DEU Fernando Liesa, Ph.D., ESP Dora Naletina, Ph.D., HRV

Daniela Nečoskom-Koltovska, Ph.D., MKD Mladen Nikšić, Ph.D., HRV Doris Novak, Ph.D., HRV

Tihomir Opetuk, Ph.D., HRV Jurgen Pannek, Ph.D., DEU

Dragan Peraković, Ph.D., HRV Essam Radwan, Ph.D., USA

Marijan Rajsman, Ph.D., HRV Franciszek Restel, Ph.D., POL Nagui Rouphail, Ph.D., USA Tomislav Rožić, Ph.D., HRV

Željko Šarić, Ph.D., HRV Marcin Seredynski, Ph.D., LUX

Marko Ševrović, Ph.D., HRV Sanja Steiner, Ph.D., HRV

Vlatka Stupalo, Ph.D., HRV Davor Sumpor, Ph.D., HRV

Adam Szelag, Ph.D., POL Elen Twrdy, Ph.D., SLO

Sorin Eugen Zaharia, Ph.D., ROM Mateusz Zajac, Ph.D., POL

Pawel Zajac, Ph.D., POL

Chairman of Organising Committee Mario Šafran, Ph.D., HRV

Organising Committee Darko Babić, Ph.D., HRV

Hrvoje Baričević, Ph.D., HRV Kristina Bradvica Šančić, HRV

Dominik Cvetek, HRV Hans-Dietrich Haasis, Ph.D., DEU

Darko Kužić, HRV Tomislav Josip Mlinarić, Ph.D., HRV

Tomasz Nowakowski, Ph.D., POL Marjana Petrović, Ph.D., HRV

Kristijan Rogić, Ph.D., HRV Tomislav Rožić, Ph.D., HRV

Anđelko Ščukanec, Ph.D., HRV Dario Soldo, HRV

Ratko Stanković, Ph.D., HRV Maja Vragović, HRV

Margareta Živičnjak, HRV

Managing Editors Ante Kulušić

Marjana Petrović, Ph.D. Tomislav Rožić, Ph.D.

Production Editor & Computer Text Design Ante Kulušić

URL http://www.fpz.unizg.hr/zirp/

Publisher Faculty of Transport and Traffic Sciences

University of Zagreb

International Scientific Conference

SCIENCE AND TRAFFIC DEVELOPMENT



I-VI

Authors Papers

Page

1. K. Andrić S. Babić E. Missoni K. Shabanaj

THE IMPACT OF SPEED ON ROAD SAFETY AND THE ENVIRONMENT

1-10

2. F. Aybek Cetek B. Antulov-Fantulin P. Frost K. Donmez Z. Kaplan T. Rogošić

PROJECT ATCOSIMA: PRELIMINARY RESULTS AND ANALYSIS OF REAL-TIME ATC AND FLIGHT COCKPIT SIMULATIONS

11-22

3. Darko Babić M. Modrić Dario Babić M. Fiolić

EVALUATING THE INFLUENCE OF ROAD MARKINGS’ RETROREFLECTIVITY ON ROAD SAFETY IN LOW VISIBILITY CONDITIONS

23-30

4. T. Badrov M. Nikšić D. Šipuš

HYBRID-POWERED AND ALTERNATIVE-FUELED HAULING RAILWAY VEHICLES

31-37

5. V. Basarić V. Bogdanović J. Mitrović Simić N. Garunović

THE ANALYSIS OF THE EFFECTS OF ECOLOGICAL VEHICLES INTRODUCTION INTO THE PUBLIC PASSENGER TRANSPORT SYSTEM IN NOVI SAD

39-44

6. V. Bogdanović V. Basarić J. Mitrović Simić N. Garunović

TRAFFIC MANAGEMENT FOR DELIVERY VEHICLES IN NOVI SAD PEDESTRIAN ZONE

45-54

7. D. Bokulić M. Ivaković S. Lovrić

ANALYSIS OF DRIVING SCHOOLS SERVICE DEMANDS IN THE REPUBLIC OF CROATIA

55-66

8. P. Brlek I. Cvitković A. Globočnik Žunac

COSTS AND BENEFITS OF DEPLOYING COOPERATIVE INTELLIGENT TRANSPORT SYSTEMS IN THE EUROPEAN UNION

67-73





II-VI

Authors Papers

Page

9. G. Budimir Šoško K. Buntak D. Gregurević

ANALYSIS OF SUSTAINABLE URBAN MOBILITY SOLUTIONS AS AN IMPERATIVE IN 21ST CENTURY

75-86

10. L. Bukvić J. Pašagić Škrinjar M. Jakara

POSSIBLE APPLICATION OF ELECTRIC VEHICLES IN ZAGREB CITY LOGISTICS

87-92

11. C. Cetek B. Juričić T. Feuerle T. Radišić

DEVELOPMENT OF COMMON ATC SIMULATION TRAINING ASSESSMENT CRITERIA BASED ON FUTURE PAN EUROPEAN SINGLE-SKY TARGETS (ATCOSIMA): A PROJECT OVERVIEW

93-104

12. O. Cokorilo L. Tomic

CORSIA- CARBON OFFSETTING AND REDUCTION SCHEME FOR INTERNATIONAL AVIATION: CHALLENGE AND PRACTICE

105-112

13. D. Cvetek V. Bojić N. Jelušić M. Muštra

INITIAL BLUETOOTH PROBE VEHICLE PENETRATION RATE ANALYSIS: A CASE STUDY IN THE CITY OF ZAGREB

113-123

14. A. Dlesk D. Kučić D. Puljek

AN AIRLINE VIEW OF NAVIGATIONAL AND ECOLOGICAL TRENDS

125-136

15. M. Drljača REVERSIBLE SUPPLY CHAIN IN AGRICULTURAL PRODUCTION

137-146

16. M. Fiolić M. Ferko M. Ružić H. Dijanić

REVIEW – DRIVING SIMULATOR AS A TOOL TO IMPROVE TRAFFIC SAFETY

147-154

17. M. Fiolić A. Stažnik I. Habuzin S. Šarčević

AUTOMATIC DETECTION AND IDENTIFICATION OF TRAFFIC SIGNS: A REVIEW OF EXISTING SOLUTIONS

155-163

zprimorac

Highlight





III-VI

Authors Papers

Page

18. M. Furdi R. Stanković J. Pašagić Škrinjar

IMPROVING EFFICIENCY OF THE PARCEL DISTRIBUTION BY DYNAMIC REGIONALIZATION

165-174

19. M. Jakara M. Emanović T. Bubalo B. Abramović

THE PROMOTION MEASURES FOR COMBINED TRANSPORT IN THE EUROPEAN UNION

175-183

20. K. Jerinić B. Juričić P. Andraši I. Francetić

THE EFFECT OF LUČKO CTR UPPER LIMIT EXTENSION ON AIR TRAFFIC INDICATORS IN ZAGREB TMA – A PRELIMINARY ANALYSIS

185-196

21. A. Jodejko-Pietruczuk F.J. Restel

RELIABILITY ISSUES IN RAILWAY OPERATION PROCESS PLANNING AND OPTIMIZATION – A LITERATURE REVIEW

197-207

22. T. Kljak J. Janković V. Štefković

CONCEPT OF MULTILEVEL AND MULTILAYER CONSIDERATION OF PHILATELY DEVELOPMENT IN E-ENVIRONMENT

209-217

23. N. Lakhmetkina A. Oleinikov

DRY PORTS SIGNIFICANCE FOR THE TRANS-EURASIAN LAND TRANSPORT CORRIDORS

219-230

24. B. Maretić B. Abramović

USING PUBLIC TRANSPORT IN RURAL AREA: CASE STUDY ŠIBENIK KNIN COUNTY

231-240

25. D. Maretić T. Rožić B. Ivanković

OPTIMIZATION OF DISTRIBUTION NETWORK USING METHODS FOR SOLVING THE PROBLEM OF VEHICLE ROUTING

241-254

26. M. Mehanović A. Ahmić D. Ezgeta

MANAGEMENT OF COMPANIES FOR TRANSPORT OF PASSENGERS IN DIGITAL TRANSFORMATION CONDITIONS - INNOVATION IN TRANSPORT AND TELECOMMUNICATIONS

255-263





IV-VI

Authors Papers

Page

27. M. Mikulčić T. J. Mlinarić M. Viduka Milas

NEW SPECIFIC TRANSMISSION DEVICE FOR PROVIDING THE REQUIRED SAFETY LEVEL BETWEEN ETCS AND INDUSI TECHNOLOGY

265-274

28. A. Muminović I. Grofelnik M. Obrecht M. Knez

KEY FACTORS INFLUENCING CONSUMERS’ WILLINGNESS TO PURCHASE ELECTRIC VEHICLES: A STUDY OF CROATIA

275-290

29. D. Novak S. E. Zaharia M. Pavlinović R. Romanović

RECOGNITION OF PRIOR LEARNING BASED ON COMPETENCE-BASED TRAINING IN AVIATION SECTOR

291-300

30. S. Petar A. Globočnik Žunac A. Klečina

INTEGRATED PASSENGER TRANSPORT AS A MEASURE OF INCREASING QUALITY IN PUBLIC TRANSPORT SERVICE

301-308

31. I. Periša M. Habuš M. Šafran G. Kolarić

POSSIBILITIES OF IMPROVING TRANSPORT PROCESS IN THE COLD CHAIN

309-323

32. M. Petrović I. Ljubaj T. J. Mlinarić

INCREASING QUALITY OF SERVICE IN RAILWAY PASSENGER TRANSPORT - CASE STUDY

325-335

33. V. Rajič K. Juršić I. Grgurević M. Vlajčić

TESTING WIRELESS TELECOMMUNICATION NETWORK IN PUBLIC URBAN PASSENGER TRANSPORT VEHICLES IN THE CITY OF ZAGREB

337-348

34. K. Rogić R. Stanković M. Ružić G. Kolarić

ANALYSIS OF WASTE TRANSPORT IN CITY OF VELIKA GORICA

349-359

35. B. Rüger N. Ostermann

EFFICIENT PASSENGER TRAINS 361-370





V-VI

Authors Papers

Page

36. A. Schöbel C. Schöbel J. Blieberger M. Stefan

BENCHMARK OF DELAYS SIMULATED BY OPENTRACK AND CALCULATED BY KRONECKER ALGEBRA ON ZAGREB-RIJEKA LINE

371-375

37. M. Slavulj J. Jurak M. Emanović I. Jelić

INCENTIVE MEASURES FOR ACQUISITION OF ELECTRIC AND HYBRID VEHICLES IN EUROPEAN UNION

377-383

38. S. Steiner T. Mihetec Z. Rezo

RESOLUTION OF OPERATIONAL CONSTRAINTS IMPOSED BY FRAGMENTATION OF EUROPEAN AIRSPACE

385-395

39. A. Szeląg M. Lewandowski M. Steczek T. Maciołek

FROM TRAMS TO HIGH-SPEED TRAINS AND ELECTROMOBILITY – 140 YEARS OF DEVELOPMENT OF ELECTRIC TRACTION

397-408

40. S. Šinko M. Knez M. Obrecht

ARE WE READY FOR AUTONOMOUS VEHICLES? 409-422

41. S. Škerlič ANALYSIS OF LOGISTICS AND WAREHOUSING ERRORS BY TYPE OF WAREHOUSING TECHNOLOGY USED IN THE SLOVENIAN MANUFACTURING COMPANIES

423-429

42. M. Šoštarić D. Beganović M. Jakovljević M. Švajda

ELECTRIC VEHICLES IN THE FUNCTION OF MODELLING PARATRANSIT FOR AREAS WITH SIGNIFICANT DEVIATION BETWEEN CYCLE TIME – CASE STUDY OF JASTREBARSKO (CROATIA)

431-438

43. J. Vertlberg I. Krajnović M. Ševrović

METHODOLOGY FOR DETERMINING CONCEPTUAL LOCATIONS OF PARK&RIDE TERMINALS IN THE WIDER ENVIRONMENT OF THE CITY OF ZAGREB

439-449

44. G. Vojković M. Milenković R. Jovančević

NOVELTIES IN PASSENGER ROAD TRANSPORT IN THE REPUBLIC OF CROATIA

451-459





VI-VI

Authors Papers

Page

45. P. Zajac O. A. Gavrish M. Zajac

INLAND TRANSPORT, TECHNICAL AND ECONOMIC ANALYSIS, ON THE EXAMPLE OF THE ODRA RIVER

461-469

46. M. Živičnjak I. Bajor M. Matijević F. Buturić

PICK-BY-VISION IN WAREHOUSE USING AUGMENTED REALITY GLASSES

471-481

G. Budimir Šoško, K. Buntak, D. Gregurević: Analysis of Sustainable Urban Mobility Solutions…

75

GABRIJELA BUDIMIR ŠOŠKO, Ph.D.1

E-mail: [email protected] KREŠIMIR BUNTAK, Ph.D.2

E-mail: [email protected] DAVOR GRGUREVIĆ, Ph.D.3

E-mail: [email protected] 1 Znanstvena riječ d.o.o.,

Ilica 376, 10 000 Zagreb, Croatia 2 Sveučilište Sjever

Ulica 104. brigade 3, 42000, Varaždin, Croatia 3 Ministarstvo unutarnjih poslova RH

Ulica grada Vukovara 33, 10 000 Zagreb, Croatia

ANALYSIS OF SUSTAINABLE URBAN MOBILITY SOLUTIONS AS AN IMPERATIVE IN 21ST CENTURY

ABSTRACT

The current trends are showing that number of people living in urban areas are constantly increasing. Although, the urban areas contribute significantly to the economic growth and employment, they are the source of multiple problems, such as air pollution, congestion, noise pollution and safety - mainly caused by transport and traffic. The paper is analysing the current situation and trends related to the sustainable urban mobility issues and it gives a short review of urban mobility situation in Croatia. It was shown that an implementation of sustainable urban mobility solutions has a positive impact on long-term ecological sustainability, satisfaction of basic mobility needs of citizens, and equity of inter- and intra-generational mobility, as well as that this implementation represents an imperative in 21st centuries’ urban areas. Beside the method of secondary sources, that included available scientific research, legal documents and other sources, the methods of analysis, synthesis and comparison were also used. The main aim of the paper was to give a scientific overview of the fast growing changes affecting the urban mobility and to warn of the urgency and the necessity of introducing sustainable mobility solutions.

KEY WORDS

urban mobility; sustainable transport; sustainable urban mobility plan.

1. INTRODUCTION

The current trends are showing that number of people living in urban areas constantly increasing. According to the European Commission data [1], in 2010, 73% of the people in Europe lived in urban areas, with the trend of increasing of this percentage to 80% by the year 2050. It is believed that some, more developed countries of the European Union, as Belgium, Denmark and Sweden, will have over 90% of their population living in urban areas by the year 2050. In Croatia, according to the World Bank in 2016, there were 59.28 % of the population lived in urban areas, showing an increasing trend as well [2]. Although, the urban areas contribute significantly to the economic growth and employment, they are the source of multiple problems, as well. These problems are mainly caused by transport and traffic. Namely, the problems are numerous: air pollution, congestion, noise pollution and safety are one among many others. The growth of private car use is not accompanying expansion of public transport networks, which cause reduced mobility of the citizens. There is an urgent need to solve this issues, as shown in the research where 90% of the European citizens declared that traffic situation in that area should be improved [3]. The obvious solution to these issues is the development and the implementation of the sustainable urban mobility solutions. This paper is analysing the urgency and


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the necessity of implementation and further development of sustainable urban solutions, as well as giving an overview of the current strategies, policies and practises covering these issues. Also, it includes scientific literature overview of this subject. Hypothesis were set as follows:

H1 The implementation of sustainable urban mobility solutions has a positive impact of long-term ecological sustainability, satisfaction of basic mobility needs of citizens, and equity of inter- and intra-generational mobility.

H2 The implementation of sustainable urban mobility solutions represents an imperative in 21st century urban areas.

Beside the method of secondary sources, that included available scientific research, legal documents and other sources, the methods of analysis, synthesis and comparison were also used.

The aim of the paper is to point out the importance and to give the overview of the fast-growing changes affecting the urban mobility and to warn on the urgency and the necessity of introducing sustainable mobility solutions, as well as to raise awareness on these issues.

2. SUSITANABLE URBANISATION AS A MAIN GLOBAL CHALENGE IN 21ST CENTURY

It should be mentioned that the European Union has recognized sustainable urbanisation as a main global challenge in 21st century and therefore issued the document named “The Sustainable Urban Mobility Plan” [1], consisting of ten principal reasons for implementing it, as shown in Table 1.

Table 1 – Principal reasons for adopting Sustainable urban mobility plan

Number Principal reasons for adopting Sustainable urban mobility plan

1 Improving quality of life

2 Saving costs and creating economic benefit

3 Contributing to improved health and environment

4 Making mobility seamless and improving access

5 Making more effective use of limited resources

6 Winning public support

7 Preparing better plans

8 Fulfilling legal obligations effectively

9 Using synergies, increasing relevance

10 Moving towards a new mobility culture

Source: [1]

These principal reasons have been chosen since there is strong evidence that the sustainable urban mobility planning increases the quality of life in urban areas [1]. Further, healthier environment is reducing local community costs and therefore attracts new investors, confirming the strong influence of mobility on local economy. There are numerous positive effects on health and environment since it consequently results in better air quality, less noise and more active forms of travelling, such as walking and cycling. Also, it is an excellent tool to create multi-modal door-to-door transport solutions and causes the change of focus from solely road-based infrastructure to the balanced mix of measures including lower cost mobility management measures, ensuring the most cost-effective use of available funds. Similarly, many examples are showing that sustainable urban mobility planning creates a common vision of a new mobility culture that is supported by politicians, the general public and institutions and that provides long-term benefits [1].

However, creating a solution for sustainable urban mobility that is easily accessible, efficient and environmentally friendly is not an easy task since it includes many different factors that are dependent on how urban transport itself develops in the future, and the directions in which it will move based on technological progress, demographic changes, socioeconomic and environmental developments and the effects they will generate.


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According to Lima [4] the sustainable development, beside physical and economic questions, contains also the social, environmental, political and cultural issues that should be taken into consideration in transportation planning. There is an instrument developed – The Sustainable Urban Mobility Index, in order to evaluate mobility conditions [5]. This index covers global characteristics as well as specific point for each issue [6].

But, there are also the low-cost measures which can be integrated in practically every urban mobility plan as shown in Figure 1.

Figure 1 – Low cost measures for urban mobility plan Source: [7]

There is an interesting example of convincing passengers to use the public transport system for both everyday and leisure time travel, suggested by [8] that included using of smartphones and a database with schedules for all Dutch public transportation systems. In order for mobile applications to affect passenger behavior and changing their travel habits, they should include information such as information about travel, including convenience information, planning, routing, access to shared mobility modes, booking, payment, price comparison of travel alternatives, safety and health advice, and social media applications. Gössling [8] suggested that applications can use the persuasion to support mode change towards “sustainable transport choices”.

3. SUSITANABLE URBAN MOBILITY ISSUES

There are several terms used in literature referring to the sustainable transport as are sustainable mobility, sustainable transportation, sustainable transport systems, and sustainability issues in transport [9], but basically, these terms can be considered as synonyms. Mainly, “sustainable


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transport” is a preferred term in the North America, and “sustainable mobility” term prevails in the Europe [10]. Further, the main dimensions of the term “sustainable development” was set by the Brundtland Report [11] thirty two years ago, and it became a type of a standard and the point of reference for a sustainable development [12]. This report includes a broad spectrum of issues related to the sustainable development: political, social, economic and cultural issues, and is often called “broad sustainability.” The primary goals of this concept are safeguarding long-term ecological sustainability, satisfying basic human needs, and promoting intergenerational and intergenerational equity [13].

The term “sustainable transport” as an integral part of the sustainable development concept was launched by the European Commission Green Paper on Transport and Environment [14] in 1992. It was characterized as a single disciplinary, focused mainly on environmental issues. However, during the time, the concept was considerably changed by emphasizing an multi-disciplinary approach with a focus on welfare distribution issues, as well as focusing on the leisure-time travel [9], [13], [15]. Nevertheless, an increased number of citizens in urban areas, as well as the developmnet of technology, have made a significant difference in urban transport planning when compared to the traditional planning approaches. The traditional approaches are mainly focused on expanding infrastructure for vehicles, while the sustainable urban mobility planning approaches are focusing on mobility and accessibility for all population groups, as shown in Table 2 [16].

Table 2 - Comparing of the traditional transport planning and the sustainable urban mobility planning

Traditional transport planning Sustainable urban mobility planning

Focus on traffic Focus on people

Primary objectives: Traffic flow capacity and speed

Primary objectives: Accessibility and quality of life, as well as sustainability, economic viability, social equity, health and environmental quality

Focus on particular transport modes

Balanced development of all relevant transport modes and shift towards cleaner and more sustainable transport modes

Infrastructure Focus Integrated set of actions to achieve cost-effective solutions

Sectorial planning document Sectorial planning document that is consistent and complementary to related policy areas

Short- and medium-term delivery plan

Short- and medium-term delivery plan embedded in a long-term vision and strategy

Related to an administrative area Related to a functioning area based on travel-to-work patterns

Domain of traffic engineers Interdisciplinary planning teams

Planning by experts Planning with the involvement of stakeholders using a transparent and participatory approach

Limited impact assessment Regular monitoring and evaluation of impacts to inform a structured learning and improvement process

Source: [16]

The European Commission [17] is suggesting adapting three characteristic in achieving sustainable transport:

▪ the impact of transport activities must not threaten long-term ecological sustainability. ▪ basic mobility needs must be satisfied (travel to work and other vital private and public services) ▪ the equity of inter- and intra-generational mobility must be promoted (everyone should have

access to a specified minimum level of mobility)

However, translating these characteristics into appropriate sustainable transport indicators and goals is not an easy task and still, there is no consensus among different researchers. So, Holden [9] is focusing on developed countries and suggests the translation and the corresponding challenges with the following indicators for achieving sustainable transport:


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▪ Halving their per capita energy consumption for passenger transport (to 8 kWh per capita per day) in accordance with the long-term ecological sustainability requirement and the inter-generational equity requirement.

▪ Increasing mobility for their low-mobility groups (to 11 km per capita per day available by public transport) in accordance with the basic transport-needs requirement and the intra-generational equity requirement.

These thresholds set by Holden [9] were calculated taking into consideration the Brundtland Report [11], which states that the 1985 global energy consumption of 9.9 TW is allowed to increase to 14.4 TW by 2030.

Figure 2 – The sustainable transport space (STS) for daily per capita energy consumption for passenger transport and daily per capita motorised travel distance

Source: [9]

As shown in Figure 2 there is a relation between the daily per capita energy consumption for passenger transport and the daily per capita travel distance by motorised transport, including air transport for selected countries. The lower right quadrant represents sustainable transport areas– areas where energy consumption per capita is below 5.6 kW h/day and travel distances per capita are above 9.2 km/day. The lower left quadrant is showing energy consumtion for the developing countries, however, the graph refers only to the countries that have been processed during the research. It is suggested that these countries should focus their sustainable transport strategy on decreasing per capita motorised travel.The upper right quadrant is showing the most developed countries which exceed the maximum per capita threshold of 5,6 kW h/day and it can be concluded that the mentioned countries should reduce their energy consumption for passenger transport while still satisfying basic transport needs. It is also noticeable that there are significant differences among the most developed countries in this quadrant, and therefore in achieving the sustainable transport, they are facing very different challenges [9].

In achieving sustainable transport, there are three main approaches: efficiency, alteration and reduction approach [9], as shown in Table 3.


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Table 3 – Approaches for achieving sustainable transport

Approach

Policy orientation

Technology Regulation/

Economic instruments Information

Efficiency

Develop more energy efficient transport technology (e.g., government funding for demonstration programmes).

Regulate the use of more energy-efficient transport technology (e.g., emissions standards for vehicles).

Adapt to the use of more energy-efficient transport technology (e.g., buying smaller and less powerful cars).

Alteration

Develop new technology for more energy-efficient modes of transport (e.g., AGV(i), MAGLEV(ii) trains and Smart Cards(iii)).

Regulate the use of more energy-efficient modes of transport (e.g., lowering fares for public transport).

Adapt to the use of more energy-efficient modes of transport (e.g., increase the use of public and nonmotorised transport).

Reduction

Reduce travel demand through the development of ICT (e.g., attractive forms of mobile conferences and telecommuting).

Reduce travel demand through land-use planning (e.g., dense and concentrated housing development).

Reduce travel demand through increasing positive environmental attitudes (e.g., awareness campaigns).

Source: [9]

By analysing stated approaches and policies, the literature ([19], [20], [21], [22], [9], [23], [10]) points toward developing and implementing new technology, improving public transport, including cycling and walking, increasing the "green" attitude of an individual, promoting sustainable land-use planning, including transport infrastructure, enhancing ICT and deploying market-based instruments (taxes/subsidies), as the ways for achieving the sustainable transport.

The majority of the available research on sustainable passenger transport is focused on everyday travel rather than on sustainable leisure time transport [24], which is understandable since the needs related to these two types of transport are different. However, sustainable leisure time passenger travel should not be neglected since the share of leisure time travel in the total travel share is significant. In the European Union, leisure time travel makes one third of all travels [25], and since Croatia is primarily popular as a tourist destination, the share of leisure time travel in total passenger travel is not negligible. Moreover, it is expected that over the next decades, the number of leisure time travellers will increase, as the share of the older population will be higher and wealthier, with focus on the long distance air travel [26].

Based on the Brundtland Report's low-energy scenario, Holden [9] created seven scenarios trying to answer if the fifteen developed countries of the European Union can achieve the sustainable mobility by the year 2030, assuming the reduction in energy consumption for passenger transport not exceeding 8 kWh daily and that the available travel distance by public transport in 2030 needs to be at least 11 km per capita per day. First four scenarios employed a bottom-up approach, assuming the improvements in specific energy consumption, changes in occupancy rates and annual transport growth rates for each mode. Three scenarios employ a top down approach, so these scenarios per definition comply with the sustainable mobility requirements, and the models results in various combinations of the levels of specific energy consumption, occupancy rates and transport growth rates for all means of transport that would fulfil the sustainable mobility goals. The first scenario called „Business as usual“ (BAU) was used as a benchmark because it shows the effects of the actual pattern if nothing alters it, meaning that the growth in travel distance for all modes follows the same pattern as 1990-2000 and the specific energy consumption for all means of transport declines slowly. The conclusion was that according to this scenario, the European Union will not achieve sustainable mobility goals since it leads to 53% increase of per capita energy consumption for passenger transport and it also does not achieve the goal of public transport. In the second „Efficiency“ scenario, it was assumed that technological efficiency for all means of transport is increased, while growth in travel


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distances for all modes is the same as in the BAU scenario. The result was that per capita energy consumption was stabilized at 2002 level, and it does not meet the sustainable mobility's public transport goal. The third scenario „Alteration“ assumed the greatly increased use of public transport, while growth in total travel distances and reductions in specific energy consumption for all means of transport are at the BAU scenario level. The effect is not the realistic one, since the average travel distance by public transport in 2030 would be three times greater than today in Austria - the highest in the European Union. Fourth scenario „Reduction“ assumed stopping the growth in passenger transport by car and plane, while total travel distances by public transport and specific energy consumption for all means of transport follow the BAU scenario. This scenario results in 25% per capita energy consumption increase while the public transport goal is met. Figure 3 is showing the last three scenarios compared to the BAU scenario [9].

Figure 3 – Four 2030 sustainable passenger transport scenarios for EU-15 Source: [9]

These three combined approaches meet the sustainable mobility goals while demand is growing at least 2.5% per annum related to the travel distance by public transport. Sustainable mobility scenario (SM1) assumed that occupancy rates for all means of transport are increased by 10%, while specific energy consumption for all means of transport are reduced at the same amount as in the BAU scenario. Sustainable mobility scenario 2 (SM2) assumed the same level of increase of occupancy rates for all means of transport, but specific energy consumption for all means of transport is reduced at a level between the BAU and „Efficiency“ scenario. The third, sustainable mobility scenario (SM3) also assumed that the occupancy rates for all means of transport is increased by 10% but the specific energy consumption for all means of transport is reduced as in the „Efficiency“ scenario [9].

It can be concluded that a solution should be found in combining of technology development, increase in using of public transport, adopting green attitudes, careful land use planning and raising the awareness on travel behaviour of passengers.

Holden also argues [9] that sustainable transport passenger policies as planning more compact cities and investing in public transport infrastructure are directed to everyday travel but without an impact on leisure-time travel, especially on long travelles by car or plane and express concern that they could cause an opposite effect on leisure travel time since consuming the less energy in everyday travel could be compensated with consuming more energy in long leisure time travel. This was confirmed by the study from Andreew et al. [27] that reviewed a hundred studies on the effect of ICTS on


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telecommuting, teleshopping and teleleisure. They concluded that there are four major direct effects of ICT on travel:

▪ substitution - ICT replacing existing travel ▪ complementarity - ICT generating new travel ▪ modification - ICT changing travel patterns ▪ neutrality - ICT having no effect on travel

The most prevalent for telecommuting was substitution and complementarity the most prevalent for teleshopping and teleleisure [27]. These findings could indicate that, although is not possible to make a precise prediction of technological development, that element is certainly a factor that should be taken into some consideration when making sustainable passengers plans for the future.

4. THE SUSTAINABLE URBAN MOBILITY SITUATION IN CROATIA

According to [28], Sustainable Urban Mobility Plans (SUMPs) in Croatia are not legally defined, there are no national guidelines for their preparation and they are not connected to the national funding sources. There are objectives of sustainability and political support for SUMPs, while public participation and technical possibilities for the preparation of SUMPs are limited.

In “Republic of Croatia's transport development strategy 2014-2030” [29], as the general goal was stated to achieve an efficient and sustainable transport system in the territory of the Republic of Croatia. Since the Republic of Croatia accessed the European Union, the strategy [29] contains principles, which are in line with the policies of the European Union, standards and regulations:

▪ Ensure environmental and social sustainability, ▪ Ensure safety and security, ▪ Ensure efficiency, ▪ Ensure financial sustainability, ▪ Improve accessibility and social inclusion, ▪ Improve energy efficiency, ▪ Improve modal split in favour of public transport, environmental friendly and soft modes

(pedestrians and bicycle), ▪ Increase level of service, ▪ Ensure quality of service, ▪ Ensure interoperability of the system.

According to this strategy, the sustainable transportation system is one that:

▪ „Allows the basic access needs of individuals and societies to be met safely and in a manner consistent with human and ecosystem health, and with equity within and between generations. Is affordable, operates efficiently, offers choice of transport mode and supports a vibrant economy.

▪ Limits emissions and waste within the planet’s ability to absorb them, minimizes consumption of non-renewable resources, limits consumption of renewable resources to the sustainable yield level, reuses and recycles its components and minimises the use of land and the production of noise.”

The current situation in the Croatian transportation system, according to the data from 2012 [30], there were 336 registered personal cars per thousand inhabitants, meaning that almost every third citizens in Croatia owns a personal car that is producing the damaging environmental issue. Croatian Agency for Environment suggested that air pollution can be reduced by inducing vehicles with catalytic converter, rejuvenation of vehicles and by using of the high-quality fuel. These measures were proven successful since emissions of polluting substances from road traffic has significantly decreased compared to 1990. Carbon monoxide (CO) emissions has decreased by 70%, nitrogen oxides (NOx) by


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22% and lead (Pb) by 94 %, while in the same period, the total number of vehicles has increased by 52.4%. Out of that, 80.4% were personal vehicles, heavy trucks 2.2%, light trucks 7.2% while mopeds and motorcycles by 10.2%. After the initial growth, the consumption of liquefied gas and liquid biofuels in the last two years has increased considerably due to higher gas prices, i.e. reductions in the use of biofuels in the public transport system [30].

Safety and security were set to be the primary concern for the Croatian transport system, as well as creating the environment for safe transport [29]. As measures for improving safety, creation of user rights charters, adaptation of pracitces of safe modes to other modes, establishment of effective internalisation systems for the costs of accidents in each mode were mentioned. It was clearly stated that transport security is the important issue since risks related to transport security exposes the vulnerabilities of the entire transport supply chain.

However, although these are excellent goals, it remains the fact that in period between 2001 and 2010 (Figure 4), Croatia was among the three worst performing EU countries in terms of road safety, having 80 deaths per million inhabitants versus 49 which is the average of the European Union [31].

Figure 4 – Road fatalities per million inhabitants Source: [31]

Other important issues set in the Croatia's transport development strategy 2014-2030 [29] were to insure efficiency of the transport system, including quality of services, enhanced transparency and public involvement, greater integration of transport modes, better-quality services, including adequate conservation systems and higher safety standards in all transport modes.

To conclude with, there is a lot of space for improvement in transportation sector in Croatia, especially bearing in mind the standards and recommendation of the European Union and other strategy documents related to the transport.

4. CONCLUSION

The number of people living in urban areas is increasing. These growing trends are going to continue. In developed countries of the European Union, these numbers are expected to increase by 80% by the year 2050. In Croatia, urban population makes 59,28% of the total population with an increasing trend as well. Urban areas represent a positive economic growth factor, but at the same time, represent a source of numerous problems such as air pollution, congestion, noise pollution and safety. Constant growth in living standards and technology development as a result has a comparatively high growth in the use of personal cars to carry out everyday travel. The problem arises from the fact that this growth is not accompanied by an expansion of the public transport networks, which all cause reduced mobility of citizens, especially in urban area. Therefore, it is not surprising that


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90% of the citizens in the European Union stated that the traffic situation should be improved. So, it is clear that an urgent need to solve these issues exists. The European Union is, through different strategies, working papers and measures, as a solution of these issues, encouraging development of sustainable urban mobility solutions. However, the most sustainable transport passenger policies, as the planning more compact cities and investing in public transport infrastructure, are directed towards everyday travel but without an impact on leisure-travel time, especially on long travel by car and plane. It was shown that there is a danger that these measures could cause an opposite effect on leisure-travel time since consuming of the less energy in everyday travel could be compensated with consuming of more energy in leisure-travel at longer distances and of greater duration. Additionally, development of information and communication technologies produced an additional effect on travel, by the emergence of new categories of telecommuting, teleshopping and teleleisure. These trends are changing consumers preferences and the effects of substitution, i.e. replacement of existing travels by information and communication technology solutions, as effects of complementarity and modification appeared. It was shown that the most prevalent for telecommuting was substitution and the complementarity as the most prevalent for teleshopping and teleleisure. These findings are certainly factors that should be taken into consideration when making sustainable passengers plans for the future.

By analysing secondary sources, available scientific research, legal documents, institutional strategies and working papers, as well as different practises, mainly in developed countries and by using the methods of analysis, synthesis and comparison, it was confirmed that implementation of sustainable urban mobility solutions has a positive impact on long-term ecological sustainability, on satisfaction of basic mobility needs of citizens, and on equity of inter- and intra-generational mobility and that implementation of sustainable urban mobility solutions represents an imperative in 21st century urban areas.

Regarding the sustainable urban mobility development in Croatia, it was found that such plans were not legally defined, there were no national guidelines for their preparation and that they are not connected to national funding sources. However, there is a Republic of Croatia's transport development strategy 2014-2030 that set, as the general goal, an achievement of efficient and sustainable transport system in the territory of the Republic of Croatia, but public participation and technical possibilities for the preparation of sustainable urban mobility plans are limited. Although, the safety and security were set to be a primary concern for the Croatian transport system as well as creating the environment for safe transport, it remains the fact that in period between 2001 and 2010, Croatia was placed among the three the worst performing EU countries in terms of road safety, having 80 deaths per million inhabitants versus 49 in the European Union.

The aim of the paper was to point out the importance and to give a scientific overview of fast-growing changes affecting the urban mobility and to warn of the urgency and the necessity of introducing sustainable mobility solutions, as well as to raise awareness of this issues.

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