wp.t1 - d.t1.3 - interreg-central.eu

Implementation of 1 training Local to Think

Global (LTG) – Bologna, IT

Final Version

08 2020

WP.T1 - D.T1.3.3

Dissemination level Public

Activity A.T1.3 – Local to Think Global - Training

Deliverable D.T1.3.3 – Implementation of 1 training Local to

Think Global (LTG) – Bologna, IT

Coordinating partner SRM

Contributors Chiara Lepori, Marco Amadori, Giuseppe Liguori

Due date of deliverable 31.03.2020

Actual date of deliverable 31.08.2020

Status (F: final, D: draft) Final

File name 045_SMACKER_D-T-1-3-3_2020-08-31_Final

TABLE OF CONTENTS 1. Introduction ............................................................................................................... 4

2. Local to Think Global training ......................................................................................... 6

3. Local to Think Global training – Findings & Evaluation ......................................................... 16

3.1. Main findings ........................................................................................................... 16

3.2. Stakeholders involved by type and number .................................................................... 20

3.3. Analysis of Questionnaires.......................................................................................... 22

4. References ................................................................................................................ 25

5. Annexes ................................................................................................................... 26

5.1. Invitation ............................................................................................................... 26

5.2. Signature list ........................................................................................................... 28

5.3. Photos ................................................................................................................... 28

5.4. Presentations .......................................................................................................... 33

1. Introduction

Remote regions in central Europe share the same risks and issues related to being at the periphery of main

transport networks. Inadequate and under-used services, excessive costs, lack of last-mile services and

proper intermodality, poor communication and information to users and car commuting are the challenges

that many central European regions face.

The SMACKER project addresses those disparities to promote public transport and mobility services that are

demand-responsive and that connect local and regional systems to main corridors and transport nodes.

Within SMACKER mobility issues related to peripheral and rural areas, and main barriers are assessed and

addressed by providing solutions that draw on the best international know-how. SMACKER promotes demand-

responsive transport services to connect local and regional systems to main transport corridors and nodes:

soft measures (e.g. behaviour change campaigns) and hard measures (e.g. mobility service pilots) are used

to identify and promote eco-friendly solutions for public transport in rural and peripheral areas to achieve

more liveable and sustainable environments, better integration of the population to main corridors and

better feeding services. SMACKER helps local communities to re-design their transport services according to

user needs, through a coordinated co-design process between local/regional partners and stakeholders;

SMACKERS also encourages the use of new transport services through motivating and incentivizing

campaigns. The direct beneficiaries of the actions are residents, commuters and tourists.

Participation reflects the overall integration of citizens and groups in planning processes and policy decision-

making and consequently the share of power. In particular, transport planning and transport relevant

measures are often the subject of controversial discussions within the urban community. The concept of

Sustainable Urban Mobility Planning has established the principle that the public should be included from

the very beginning of the transport planning process and not only when the plans are largely completed and

only minor amendments can be carried out. For that reason, public authorities need to open-up debate on

this highly specialised and complex subject area and make participation a part of the planning process. In

order to ensure participation throughout the process, development of an engagement strategy would be

necessary.

This deliverable is the report of the Bologna Local to Think Global training that was delivered as a webinar

on 16 July 2020. The event was originally foreseen in March 2020, following the SMACKER AF, but it had to

be postponed due to COVID19 pandemic and the consequent lockdown including the prohibition of in-person

meetings that has started in Italy since the beginning of March 2020. The event, organized in collaboration

with the Association of Engineers of the Bologna province, was first postponed indefinitely, and then - when

it became clear that would have not been possible making an in-person event before the end of the SMACKER

RP3 - it was decided to hold it online.

The Bologna LTG training is part of SMACKER Output O.T1.3. In such trainings, selected Target Group

members and interested stakeholders are trained at local level in each SMACKER region with global best

practice findings aiming to raise competences and awareness about Demand Responsive Transport (DRT) and

its potential role in the transport network of the region. The specific Bologna training path was built taking

into account the instructions and suggestions from D.T1.3.1 and D.T1.2.18.

It is noted that this online event was also the opportunity for hosting the 4th Bologna Permanent LMF

meeting: most of the components of the Bologna Permanent Local Mobility Forum were involved in the LTG

training, either as speakers or simple participants. The engagement strategy for the Bologna LMF is already

prepared in D.T1.2.5: the 4th meeting of the Bologna Permanent LMF was scheduled for July 2020, which is

when the LTG training took place. As there is an overlap both in the content, and the invited stakeholders

to the two events, SRM decided to organize a joint LMF & LTG training, as it would have been much more

effective than two separate events. This report provides a summary of the whole event.

Furthermore, SMACKER SQPM members appointed by SRM and ITL attended the meeting, the first one Mr.

Danielle Berselli as a speaker and the last one Mr. Nicola Scanferla as a participant. This LTG training can

then be considered also as one of the events related to SMACKER WP.T3 - D.T3.1.5 “SMACKER ‘On Tour’:

Peripheral events”.

This deliverable is organized as follows.

Chapter 2 describes the outline and the methodology of the training, as well as the structure of the agenda.

A short description of each session (changing framework conditions, user needs in the pilot region, good

practise examples, the potential of accompanying nudging activities to the pilot action and the planned

action itself) is provided too.

Chapter 3 provides the main findings pointed out throughout the training as well as the evaluation of the

training itself provided by the participants. Indeed, following the Local to Think Global idea, outcomes of

the trainings are reported back to the SMACKER project team through this deliverable, collected and made

accessible to the interested followers of the project.

Annexes at the end of the deliverable report the invitation used to involve the targeted LTG training

participants, the signature lists as screenshots given the fact the training was delivered as a webinar,

pictures of the event taken as snapshots, and the slides of the presentations shown during the event by the

speakers.

2. Local to Think Global training

The LTG training in Bologna was originally planned to be organized in collaboration with the Association of

Engineers, so to have the possibility of reaching the local Community of Practice and the Community of

Interest. The event was foreseen in March 2020, following the SMACKER AF, but it had to be postponed due

to COVID19 pandemic and the consequent lockdown that has started in Italy since the beginning of March

2020. The event, organized in collaboration with the Association of Engineers of the Bologna province, was

first postponed indefinitely, and then - when it became clear that would have not been possible making an

in-person event before the end of the SMACKER RP3 - it was decided to hold it online.

It is noted that the Bologna LTG training speakers and presentation focus were selected and co-built also

considering the “Suggestions for SMACKER Local to Global training activities” provided in D.T1.2.18, chapter

4.

Table 1: Training outline

EVENT TITLE Il ruolo del trasporto a chiamata per l'accessibilità del territorio

The role of on-demand transport for the accessibility of the territory

DATE 16 July 2020

VENUE Online, GoToWebinar platform

NUMBER OF

PARTICIPANTS

191 joined the webinar (including 11 speakers and the 7 from SRM staff, 4 of the latter

being also speakers)

Agenda

Ore 09.30 Apertura dei lavori - Opening

Il trasporto a chiamata nel percorso formativo dell’Ordine degli Ingegneri di Bologna

On-demand transport in the training course of the Association of Engineers of Bologna

Claudio Lantieri (Ordine degli Ingegneri Bologna – Unibo)

Ore 09.45 Il progetto SMACKER, l’azione pilota di Bologna e il training «Local To Think Global» (LTG)

The SMACKER project, the Bologna pilot action and the "Local To Think Global" (LTG) training

Giuseppe Liguori (SRM Reti e Mobilità – Coordinatore del progetto SMACKER)

Ore 10.00 Linee d'azione e progetti innovativi della Regione Emilia-Romagna nel trasporto pubblico e nel

trasporto a chiamata

Action features and innovative projects of the Emilia-Romagna Region in public transport and on-

demand transport

Andrea Normanno (Regione Emilia-Romagna)

Ore 10.15 Il ruolo strategico dei Centri di Mobilità nel PUMS per l'accessibilità del territorio metropolitano

The strategic role of the Mobility Centres in the SUMP for the accessibility of the Bologna

metropolitan area

Catia Chiusaroli (Città Metropolitana di Bologna)

Ore 10.30 Il fattore accessibilità per la promozione del turismo nella Città Metropolitana di Bologna

The accessibility factor for the promotion of tourism in the Metropolitan City of Bologna

Giovanna Trombetti (Città Metropolitana di Bologna, Destinazione turistica Bologna)

Ore 10.45 Esempi di good practices nel trasporto a chiamata in Regione Emilia Romagna e nella Città

Metropolitana di Bologna

Examples of good practices in on-demand transport in the Emilia Romagna Region and in the

Metropolitan City of Bologna

Introduce Tommaso Bonino (SRM Reti e Mobilità)

• I servizi TPL flessibili nell’area modenese sviluppati nei Progetti Europei RUMOBIL,

YOUMOBIL e RegiaMobil

Flexible Public Transport services in the Modena area developed in the European

Projects RUMOBIL, YOUMOBIL and RegiaMobil

Daniele Berselli (aMO Agenzia per la Mobilità di Modena)

• Il Prontobus di Pianura e di Terre d’Acqua e la sua evoluzione nel tempo

The Prontobus of Pianura and Terre d’Acqua and its evolution over time

Stefano Tirtei e Maurizio Vitali (TPER)

• Esperienze di trasporto a chiamata nell’area di Borgo Panigale: inquadramento economico

e normativo

Experiences of on-demand transport in the Borgo Panigale area: economic and

regulatory framework

Giorgio Fiorillo (SRM)

Ore 11.30 Il nuovo ColBus in Unione Appennino Bolognese e Alto Reno Terme: l’azione pilota, le tecniche di

promozione e innovazione tecnologica

The new ColBus in the Unione Appennino Bolognese and Alto Reno Terme: pilot action, promotion

techniques and technological innovation

Marco Amadori (SRM)

Ore 12.00 Dibattito e domande finali

Debate and final questions

Modera Giuseppe Liguori (SRM Reti e Mobilità – Coordinatore del progetto SMACKER)

Ore 12.45 Chiusura lavori - Closing

With regard to SMACKER D.T1.3.1, the correspondence of the above agenda with the Sessions that make up

the LTG training is the following:

Session 1 - Scope of the training: “The SMACKER project, the Bologna pilot action and the "Local

To Think Global" (LTG) training”

Session 2 – (Changes of) the framework conditions: “Action features and innovative projects of

the Emilia-Romagna Region in public transport and on-demand transport”

Session 3 – User needs in the pilot region: “The strategic role of the Mobility Centres in the SUMP

for the accessibility of the Bologna metropolitan area” and “The accessibility factor for the

promotion of tourism in the Metropolitan City of Bologna”

Session 4 – Global to local: Good practise examples: “Examples of good practices in on-demand

transport in the Emilia Romagna Region and in the Metropolitan City of Bologna”, “Flexible Public

Transport services in the Modena area developed in the European Projects RUMOBIL, YOUMOBIL and

RegiaMobil”, “The Prontobus of Pianura and Terre d’Acqua and its evolution over time”,

“Experiences of on-demand transport in the Borgo Panigale area: economic and regulatory

framework”

Session 5 – The potential of accompanying nudging activities to support the pilot actions and

Session 6 – Planned pilot action: “The new ColBus in the Unione Appennino Bolognese and Alto

Reno Terme: pilot action, promotion techniques and technological innovation”

Given the shape of the Bologna LTG training, the methodology used to deliver it for all the Sessions was a

presentation by a person familiar with the various topics, including the SMACKER pilot action and the region.

External speakers were invited for Sessions 3 and 4, while Sessions 2, 5 and 6 were presented by the SMACKER

Project Coordinator and the SMACKER Communication Manager; it is noted that one of the external speakers

in Session 4 is the SQPM member appointed by SRM. Each presentation had a duration of 15 minutes and was

delivered with PowerPoint slides. During the webinar, the participants had the opportunity to ask questions

via the Chat and/or raising their hands; at the end, the debate moderated by the SMACKER Project

Coordinator gave also the opportunity for participants to get answers to their questions.

The meeting is open by Claudio Lantieri, member of the commission dedicated to transport in the Association

of Engineers of the Bologna province. Claudio thanks SRM for sharing the SMACKER experiences and for

supporting the organization of the event. He introduces the event explaining that the objective is to

highlight the best practices and the future targets for on-demand transport in the Bologna area and

especially its role as a public service, useful also to improve accessibility to the territories.

Session 1 - Scope of the training

The SMACKER project, the Bologna pilot action and the "Local To Think Global" (LTG) training

Giuseppe Liguori – SMACKER Project Coordinator - thanks the Association of Engineers, the secretariat and

the speakers for their availability to share their experiences and knowledge related to on-demand transport

services. Afterwards, he introduces himself and his role in SRM Reti e Mobilità.

Then, he starts introducing SMACKER project and goes into some details of the Bologna pilot action; he also

frames the today event in the wider SMACKER context.

Finally, Giuseppe explains that at the end of the webinar, all participants will receive a link to a short

questionnaire conceived to get feedback on the LTG training.

Session 2 – (Changes of) the framework conditions

Action features and innovative projects of the Emilia-Romagna Region in public transport and

on-demand transport

Session 2 is devoted to explain the role of Public Transport and on-demand / Demand Responsive Transport

(DRT) in Emilia-Romagna regional mobility strategies.

Andrea Normanno works as Officer at the Public Transport and Sustainable Mobility Service of the General

Directorate for Territorial and Environmental Care of Emilia-Romagna Region. It is noted that the Emilia-

Romagna Region Directorate and the specific Service is SMACKER Associated Partner (AP 10).

Andrea’s presentation focuses on the on-demand transport for internal/rural areas.

He explains that the main regional transport planning tool is the PRIT (“Piano Regionale Integrato dei

Trasporti”, i.e the Integrated Regional Transport Plan), whose new version in under approval. The Plan

promotes an integrated government of mobility strategies at the Emilia-Romagna regional level, including

some "cultural" innovation. The Plan also introduces innovative mobility governance tools, in particular the

SUMP for municipalities with more than 50.000 inhabitants. He highlights that great attention was paid to

cycle mobility, especially in the last period.

Regarding shared mobility, which to some extent is the subject of today's seminar, there are projects for

telematic control of buses in the region, and also a dynamic travel planner was developed in order to plan

transport in a integrate manner. There are two regional apps called Muver1 and Roger2 that improve the

accessibility to transport services.

Andrea introduces the EU-funded project REFORM3, developed together with the SMACKER partner ITL. It

started in 2017 and will end in December 2020. The project focuses on the SUMP elaboration at European

level and involves other EU cities. The main objective is the construction of an integrated data system to

be synthesized with big data standards, finally targeted to have a single system to assist municipalities in

local planning.

The following part of the presentation is dedicated to introduce the SNAI strategy (National Internal Areas

Strategy) that aims to invest public funds in a strategic way. As regards Emilia-Romagna region, four internal

areas were selected; among them, there is the Apennine area where the SMACKER Italian pilot is located.

Focussing on mobility, 10 projects are funded and 2 of them are in this Apennine area: the creation of a

mobility centre endowed with call centre and telematic systems to develop integrated mobility, and the

creation of a new public transport service managed by such mobility centre.

Session 3 – User needs in the pilot region

In Session 3, two Officers of the Bologna Metropolitan City give their presentations focussing on DRT strategy

in the Bologna Metropolitan City, detailing the role of the Mobility Centres as foreseen in the SUMP and the

relevance of accessibility for the touristic development of rural/peripheral areas.


metropolitan area

Catia Chiusaroli is the head of the Mobility Planning Office at Bologna Metropolitan City.

She presents the concept of Mobility Centres introduced by the SUMP and their role in the Bologna

metropolitan public transport and for the accessibility of the whole metropolitan territory.

The Bologna Metropolitan City SUMP was approved on 27 November 2019 and is among the firsts in Italy to

deal with the entire metropolitan level in an integrated manner.

Main objective is to decrease greenhouse gas (GHG) emissions up to -40% by 2030, by both a decrease in car

and motorbike traffic (expected -28%) and a renewal of the fleet of vehicles in circulation (expected -12%).

Thirty (30) Mobility Centres are foreseen in the Bologna Metropolitan City and they will have the role of new

access gates to the metropolitan area, representing a new architrave of the urban organization. Nine (9) of

them will be in Bologna, including two transport terminals, while 21 will be located outside of the city, in

the metropolitan area: 8 on the hills and mountains, and 13 on the plain.


Giovanna Trombetti is the Manager of the Bologna Metropolitan City Economic Development Service and

also Director of Destinazione turistica Bologna Metropolitan City. Destinazione turistica Bologna (DT for

short) is a joint initiative of the Bologna Municipality and the Bologna Metropolitan City, which was

established in with a political decision in 2016 with the purpose of promoting the tourism enhancement of

the whole Bologna area and its specificities. The operating DT arm is Bologna Welcome4, which has the role

of Destination Management Organization (DMO).

1 https://www.tper.it/muver#:~:text=Attraverso%20l'applicazione%20per%20smartphone,scopo%20quello%20di%20acquistare%20e

2 https://rogerapp.it/

3 https://www.interregeurope.eu/reform/

4 https://www.bolognawelcome.com/

https://www.tper.it/muver#:~:text=Attraverso%20l'applicazione%20per%20smartphone,scopo%20quello%20di%20acquistare%20e

https://www.tper.it/muver#:~:text=Attraverso%20l'applicazione%20per%20smartphone,scopo%20quello%20di%20acquistare%20e

https://rogerapp.it/

https://www.interregeurope.eu/reform/

https://www.bolognawelcome.com/

Giovanna gives insights into mobility as a tool for accessing the territory and for boosting its touristic

development.

In 2016, multi-year guidelines for tourism development were elaborated; some of them are dedicated to

mobility, pointing out the importance of “slow” intermodality and sustainable transport to increase the

competitive capacity of a territory. One of the guidelines targets is to ensure that tourism is not

concentrated in Bologna city but is widespread throughout the whole metropolitan area, also to decongest

the historic centre.

The so-called ColBus initiative, basis of the SMACKER Bologna pilot, is an example of useful transport service

for improving the access to the Apennine territory. In such a context, SMACKER project is a good example

of using EU funds to have real effects on the territory.

Another good example is the City Red Bus that aims at developing the access to the metropolitan area by

transporting tourists to the Bologna neighbouring municipalities.

Also, there are shuttles that in coincidence with some events bring people from Bologna centre to points of

interest outside of the city.

The last example mentioned by Giovanna is the “Trekking col Treno” initiative, which is at its 29th edition

and is done in collaboration with the CAI – Club Alpino Italiano5. Other partnerships are with TPER, transport

provider in the Bologna Metropolitan City, and Trenitalia, rail transport provider.

Session 4 – Global to local: Good practise examples

Session 4 is introduced by Tommaso Bonino, Technical Manager at SRM Reti e Mobilità. Afterwards, three

presentations are given by public transport Officers and Transport Providers with expertise in the DRT field.

Among them, there is Daniele Berselli, IT Manager at aMo6 (Agency for Mobility and Local Public Transport

of Modena), who is also member of SQPM – SMACKER Quality Partnership for seamless Mobility governance.

The Session focusses on DRT good practices in Emilia-Romagna Region and in the Bologna Metropolitan City,

and in particular on the Modena area, and the DRT experiences of “Prontobus di Pianura e di Terre d’Acqua”

and in Borgo Panigale area and in the Reno Valley in the Bologna Metropolitan City. All these good practices

were selected because they were developed for areas in the same geographical context of SMACKER Bologna

pilot, and because the planned DRT actions are similar to the SMACKER one.



Tommaso Bonino is the Technical Responsible of SRM Reti e Mobilità. He introduces the Session with some

reflections on the on-demand transport.

The topic is someway a new and old one. In Northern America it is called “para-transit”, because it is

something hybrid that lies in the middle ground where demand and resources available for supply are

variable; the demand is usually scarce, some on-demand services are sometimes done with large buses, and

it is possible that users are willing to pay a price greater than the classic Public Transport one. On the other

hand, the DRT is often deployed in areas outside the urban context, and it could be possible that users do

not have a high spending capacity. Furthermore, DRT is not suitable for commuting, but sometimes it is

used for the last mile transport. It can be said that DRT does not influence nor condition the demand, but

is delivered in compliance with it.

Public transport in some African cities is offered only as an on-demand service, as it happens in the Dutch

countryside. DRT does not depend on the degree of "evolution" of a territory, nor on the degree of

5 https://www.cai.it/

6 http://www.amo.mo.it/default.aspx

https://www.cai.it/

http://www.amo.mo.it/default.aspx

technological evolution. The success of the DRT depends on the ability of the service to satisfy the users’

needs.

In the following of this Session, four professionals with sound experience in DRT services presents their

examples as good practices to learn from. The examples are not far from each other, even if they are

different from each other as they respond to different needs.

Flexible Public Transport services in the Modena area developed in the European Projects

RUMOBIL, YOUMOBIL and RegiaMobil

Daniele Berselli works as IT Manager for the Agency for Mobility and Local Public Transport of Modena, i.e.

aMO. In the last years, aMO developed a number of DRT services, relying on funds provided by EU-funded

projects RUMOBIL, YOUMOBIL and RegiaMobil.

So far, aMO has 6 active DRT services called “Prontobus” serving rural / mountainous / peripheric areas for

a total of 500.000 km operated per year: Modena (periferic), Castelfranco Emilia (rural), Carpi (periferic),

Mirandola (rural), Maranello (industrial/rural) and Pavullo (rural and mountainous).

They were activated from 2004 on, following some principles like: integration or replacing of traditional

Public Transport services in areas with low demand, low population density or population dispersion;

offering of a complementary and integrated service (use of same travel tickets of ordinary services),

intermediate between the traditional service (bus lines) and the door-to-door service (taxi); offering of a

high-quality Public Transport service closer to users’ needs with trips no longer than 30 minutes, provided

by ecological mini buses equipped for the transport of disabled people; payment of DRT service based on

the real hours of service and the travelled distance; management of DRT services by Transport Operator’s

subcontractors that can use environmentally friendly mini buses.

Thanks to RUMOBIL project, it was possible to endow the DRT service with an app for travel booking; up to

that time, booking was possible only through the call center. Also, it was possible to develop an app for the

bus drivers: thanks to this, they receive information on the real-time situation on bookings and no email or

phone calls are needed anymore.

Another important aspect is the data collection and exploitation opportunities: before RUMOBIL, the only

available information on the performed DRT services was the number of passengers per day. Thanks to the

new IT management system, aMO can now collect more information on each individual reservation, such as

origin, destination, travel time, booking time, etc. These data can be exploited to optimize the offered

service.

Developed and tested on the Castelfranco Emilia service, the RUMOBIL concept has been progressively

introduced in more DRT services thanks to YOUMOBIL and RegiaMobil projects. It can be said that the EU

funds have been employed in the right way and they are producing tangible results on the territory.

In detail, YOUMOBIL aims to improve the passenger transport system for young people living in rural areas

and their access to European and national transport networks. aMo will implement a mixed DRT/ordinary

service, whose buses will run only upon reservations; also, the routes will be semi-fixed according to the

stops booked. A new ad-hoc app will be developed too.

In the RegiaMobil project framework, aMo will develop a pilot project in the Castelfranco Emilia area

targeting the MaaS (Mobility as a Service) development: it will extend the app functionalities to improve

the intermodality of the services available in the area.


Stefano Tirtei and Maurizio Vitali work in the TPER public transport planning department. In particular, they

deal with the development of projects related to new public transport services and with the optimization

of existing ones. TPER is one the shareholders of TPB7, the consortium that, as winner of a public tender,

manages public transport services in the Bologna Metropolitan City.

7 http://www.tpbbologna.it/index.html

http://www.tpbbologna.it/index.html

TPER has a multi-year experience in developing DRT services. They started in 1990 with the FREEBUS service

in the Imola area: it had a fixed path with deviations on the basis of requests made through a “call column”.

So far, their “Prontobus” service is a Public DRT service serving defined routes at fixed times: buses run –

totally or partially - only upon a booking made by phone or through the website.

The service is serving mainly extra-urban areas. Main objectives are: strengthen the connections between

rural and urban areas, provide Public Transport service from rural areas towards health facilities, provide

integration between road-based Public Transport and railway transport, optimize the available resources.

As regards the “Prontobus di Pianura”, the heart of the service is the Bentivoglio hospital; the needs for

which the service was born have not changed since 2001 up to today. The “Prontobus Terre d’Acqua” was

developed in 2002, there were 6 lines while today there are 3.

The Prontobus management software was developed by TPER: it allows to manage bookings and to collect

and process data to monitor the service.

Experiences of on-demand transport in the Borgo Panigale area: economic and regulatory

framework

Giorgio Fiorillo is the head of the Transport planning, organization and control office at SRM Reti e Mobilità.

He highlights that it is possible to build up DRT services considering the establishment of a good balance

between private/public access and individual/collective use. On its turn, this exercise leads to a balance

between the individual satisfaction and the collective benefit.

There are regulations at various level (European, National, Regional, Local) that allow to establish various

kind of DRT services. Therefore, a first essential step to establish DRT services is to choose the regulation

to follow.

Main aspects to be considered are:

o the requirements that the transport operator must comply with, i.e. the kind of transport means

used; the public and/or private contribution to the transport operator and/or to the user, which

can or cannot be foreseen;

o the procedure to assign the service exercise, i.e. direct assignment, in house, tender, extension of

existing concessions (e.g. agreement with taxi service providers, with Public Transport provider,

etc.);

o the tariff system, which can or cannot be integrated with the existing Public Transport service, can

foresee a modular approach and include net or gross cost;

o the kind of users and then the DRT service features like routes (fixed, variables), stops (many-to-

many, few-to-many, etc.), timetable (upon activation, variables);

o the communication between the management centre and the transport means;

o the relationship with the users, which implies the creation of specific DRT service rules for creating

the routes, allow advance booking, establish waiting times and define travel times, establish the

booking method/s (e.g. by phone, through website, via app).

The definition of the DRT contract with the Transport Provider is fundamental to make savings. The

objective of the public authority granting the transport service is to transport people, while the transport

operator has the goal of making profit. The balancing of the two objectives should be obtained by fixing

proper conditions in the transport contract / concession. If the authority granting the service pays a fixed

fee, it pays too much if there are no passengers; if the payment is per travelled kilometre, the operator

does not have incentive to optimize routes; a mixed payment system based on both hours of service and

travelled kilometres is the closest to real costs. From the granting authority point of view, paying per

passenger is the ideal solution: it is also easier for the authority to check the figures as the number of sold

tickets are in the operator's balance sheet.

The definition of the amount to be paid to the operator can be done considering two basic models: (i)

vehicles always available that are activated when / if requested, which have fixed costs; (ii) vehicles and

drivers called into play only when the DRT service is called / activated. The two models have different

contracts.

An example of the application of different contracts to the same context is the Borgo Panigale DRT service,

established in 2009. In such a case, the first contract adopted foresaw a cost that increased until a certain

number of passengers, and then remained constant: with this option, minivans were used and the cost per

passenger was quite high. It was then decided to move towards a second contract type, with starting costs

lower than the previous one, but increasing without a maximum cap; in this case, rental-with-driver cars

were used and the cost per passenger lowered up to 40% of the previous one. After two years of exercise,

the Borgo Panigale DRT service was anyway stopped because of the too high costs in comparison with the

number of transported passengers.

The Borgo Panigale case allowed also to understand the importance of a proper communication to launch

and sustain the use of a DRT service: after a communication campaign, the number of passengers increased.

Session 5 – The potential of accompanying nudging activities to support the pilot actions

Session 6 – Planned pilot action

Given the topic of the two Sessions, and the opportunity of providing the participants to the webinar with

a holistic view of the SMACKER project, it was decided to merge Session 5 and Session 6. The unique resulting

presentation was given by the SMACKER Communication Manager.

The new ColBus in the Unione Appennino Bolognese and Alto Reno Terme: pilot action,

promotion techniques and technological innovation

Marco Amadori is the SMACKER Communication Manager. He goes in depth into the SMACKER Bologna pilot

details, starting from its origin.

The first experience of the DRT service called “ColBus” in the Apennines was activated in summer 2018 in

the area of the municipalities of Alto Reno Terme and the Apennine Union. It covered 816 sqkm and served

55.000 inhabitants: someway, it was an "atypical" service in relation to the network and its extension.

The target audience was tourists and the ColBus objective was to compensate the reduction of the regular

Public Transport service during Saturdays and holidays. The railway network was a key component of the

ColBus system, as it offered (also) the "last mile" connection between main rail stations and tourist locations.

Therefore, the service was "atypical" also in relation to the targeted users.

The service foresaw flexible routes and stops, it had 3 bus lines during summer season and 1 bus line in

winter. It was active on Saturday and during holidays. The reservation was possible through the call center

and it had to be done the day before the needed service. The transport operator was paid at the end, on

the basis of the number of bus line activations. At that time, the service was then "atypical" also in relation

to its duration and the booking system.

The above-described ColBus experience had good results as regards the days and areas covered usually not

served by the regular Public Transport. On the other hand, negative aspects were related to the dimension

of the served area, the binding network, the need of making the booking the day before the service, and –

from the communication point of view – the lack of involvement of local stakeholders and the poor

communication campaign.

Based on the above, it was decided to start the design of the SMACKER Bologna pilot in collaboration with

the Local Mobility Forum, which meets periodically and support continuously the pilot action. The “new”

SMACKER ColBus network was designed in collaboration with the LMF, which was extended also to local

communities and operators in the Apennines, with the objective of maximising the served stops /

destinations while optimizing the use of available resources.

The new SMACKER ColBus DRT service is also endowed with an IT Platform with app – Moovit8 – that was

identified through a market analysis. Such endowment provides advantages to both the users and the

transport operator, and for the DRT service itself. Advance booking time is reduced up to 12 hours, while

both users and drivers can get real-time information on buses; thanks to Moovit, transport planning can be

done in an integrated manner with the various transport options / means. Both routes and timetables can

be optimized.

Capitalizing on previous experiences, an integrated communication approach was adopted: from “transport”

to “tourism”. The attention of targeted users is shifted from the sole transport mode / means to the

destination that is possible to reach through it. Furthermore, the communication strategy has the objective

of reaching the tourist before he arrives on site, so that he knows about the DRT service and can book it,

which is enabled by the app Moovit.

Such communication approach foresees a number of communication / nudging activities that have been

implemented to support the SMACKER ColBus use. They are9:

(5.1) Mobility stand on local and regional event

(5.3) Presentations at periodic local meetings, establishment of a local mobility forum

(5.7) Personal Mobility assistants for elderly people at major transport interchanges

(5.14) Use of social media to make (flexible) public transport visible

(5.21) Salient implementation of PT information on webpages

(5.23) Time table and other information as APP for mobile devices

(5.24) Making public transport visible on public places and places were people meet and likely

need mobility supply

(5.27) Mobility packages for tourists at origin

(5.28) Mobility packages for tourists at destination

They include the use of a new brand, with dedicated logo and slogan. The mobility kit for tourists include

information elements that can support the planning phase of their trip. Tourist destinations are part of the

promotion of the DRT service. Social media are used to reach out potential target groups, relying on their

potential; tourism stakeholders are involved in communication activities so to exploit also their digital

channels to promote ColBus use. Also “last minute” communication is foreseen, especially in the tourist

aggregation points of Bologna and on site, through promotional events and paper material.

Thanks to the above, the SMACKER ColBus becomes a real support for the accessibility of the territory from

the touristic point of view, while enhancing also the accessibility / mobility of residents who can use the

service for their needs.

Marco gives a final detail on the start of the SMACKER ColBus service: the original start was foreseen in June

2020, but it was postponed to December 2020 due to COVID19 pandemic and the consequent decrease of

touristic flows. Currently, it is under consideration the possibility of starting a test-phase in August /

September 2020, which in case will run without the app.

Debate and final questions

Giuseppe Liguori, the SMACKER Project Coordinator, moderates the debate.

8 https://moovit.com/

9 Coding refers to SMACKER D.T1.1.4 “Review of behaviour change and nudging initiatives”

https://moovit.com/

The first question arrived via email. The participant asks if the presented DRT services can foresee the

possibility to make additional stops, upon reservation, for instance close to home for the elderly, children,

etc. Giorgio Fiorillo explains that this is not possible by default, but it depends on the regulatory and

organizational settings. aMO could tell about their experience in defining the routes. Daniele Berselli

integrates Giorgio Fiorillo's answer confirming that the legislation is not as well defined as for normal Public

Transport routes. In Europe, in some cases it is expressly forbidden to make stops beyond the official ones.

As regards aMO, the regulations relating to school transport services and the school bus stops are used, and

specific authorisations are asked at municipal level to add stops, whether and when needed.

The second question arrived via webinar Chat. The question is directed to Daniele Berselli. The participant

asks if the aMO’s “Prontobus” service can still be considered as a Public Transport line service even if it

works “on-demand”. Furthermore, he asks how it is possible that they treat stops “improperly” as "collection

points". Giuseppe Liguori highlights that this question has already been partially answered previously and

leaves the stage to Daniele Berselli to allow him to complete the answer. Daniele Berselli explains that the

authorization was however requested and obtained. It is not the authorization of the traditional bus stop,

and it responds to less stringent regulations.

Before closing the webinar, Giuseppe Liguori thanks again all the speakers and reminds the participants that

a link to a questionnaire on the webinar will be sent to collect their feedback.

Giuseppe Liguori closes the webinar.

3. Local to Think Global training – Findings & Evaluation

3.1. Main findings

Given the need of moving the Bologna LTG training online, it is noted that it was not possible to hold time-

per-time discussions involving the very high number of participants.

Participants could send their questions via Chat and/or raise their hands to pose oral questions. Reported

findings and recommendations come from a synthesis of what was exposed by the speakers and commented

by the moderators, and on the feedback provided to the questions posed by the participants.

Session 3 – User needs in the pilot region

The main findings of this Session are listed in the following as a result of the two presentations given by the

two Officers of Bologna Metropolitan City.


metropolitan area

The design of the Mobility Centres must consider the challenges and objectives they should respond too,

their needed main functions, the possible interventions and the priorities.

Equipment and services must be established considering the relationship with the territory and their

economical sustainability too. The Mobility Centres image (that includes the logo) should be coordinated at

metropolitan level, so to offer the perception of the integrated mobility system.

Mobility Centres must be conceived as intermodal urban hubs that combine urban and transport functions

to create places of identity and activators of quality and vitality.

Six main challenges must be kept in mind when designing them: accessibility, sustainable intermodality /

multimodality, their attraction power that also includes the possibility of urban redevelopment, their

recognizability, the scalability and the importance of endowing them with IT capacities so to develop the

MaaS concept through them too.

In such a context, it is noted that the design of first two Mobility Centres started ensuring the integration

with the cycle path system. This is in line with the SMACKER Bologna pilot that is conceived to ensure such

kind of integration in the Apennines.


The real game-changer is to consider also the transport means itself as a touristic product. For instance,

this is happening with historical rail transport lines, like the “Ferrovia Transappenninica”, and can also

include cycling, which can be capitalized for the SMACKER Bologna pilot sake.

Indeed, cycling is a type of holiday that fascinates more and more, in Europe but also in Italy, where the

bicycle becomes a way of experiencing the journey. With this in mind, DT has expanded its portfolio of bike

tours / cycling products, so to give tourists the opportunity to explore the whole territory on the most

suitable two wheels: MTB, bike or e-bike.

Main points of attention are that on one hand not all places of touristic interest are served by public

transport, which could lead to the need of organizing shuttle services, while on the other hand public

transport services - when existing - can be a problem themselves as, for instance during weekend, they have

a reduced timetable and are not suitable to cover the tourism needs. Another issue is to ease the access to

public transport by offering integrated tickets that work in a wide area.

Session 4 – Global to local: Good practise examples

The main findings of this Session are listed in the following as a result of the introduction and the three

presentations given by the SRM, aMO and TPER experts.



DRT is old as a concept, but new as regards other features. It is a subject of research at the university level,

and it follows the evolution of available technologies. It also goes in parallel with the users’ demand and it

has an innovation capacity that also causes an interest on it.

Flexible Public Transport services in the Modena area developed in the European Projects

RUMOBIL, YOUMOBIL and RegiaMobil

aMO started from scratch as regards the technological side of their DRT services in the RUMOBIL project; on

the other hand, they already had experience in this kind of services and especially in managing reservations.

An important aspect is the number of DRT services to be managed: more services and more users mean a

greater complexity of the booking process.

Another important aspect is to draft a DRT strategy considering potential future evolutions, the

establishment of further services, the opportunity of having a call center, and the kind of users the DRT

services are targeting. The latter point is relevant as automated systems may not be accessible to everyone.

Finally, the available budget should be considered to design the proper DRT service / offer, as different

solutions have different purchase, implementation and maintenance costs.


TPER’s Prontobus system evolution goes towards: evolving the communication system between TPER and

the bus drivers; promote / establish alternative booking and payment methods, including/exploiting the

use of apps on mobile devices; develop DRT services with variable path and time; integrate DRT with other

mobility services such as car sharing, bike sharing, taxi, etc.

These are interesting points to be considered for potential DRT improvements.

Experiences of on-demand transport in the Borgo Panigale area: economic and regulatory

framework

The establishment of a good contractual bases between the authority granting the DRT service and the

transport operator allows to increase the sustainability of the service itself. This is particularly true for a

service like the on-demand one, whose success depends on a good balance between the individual

satisfaction and the collective benefit.

It is noted that there is no optimal DRT solution for all cases and territorial contexts: even the same case

can have different solutions. The establishment of a DRT good / advanced booking system enables the data

collection, which on its turn enables the possibility of relying on such data to perform resource / service

optimization.

Even if the replacement of traditional Public Transport services with DRT services allows to save money,

the cost per passenger remains high. This means also that DRT services are the firsts to be stopped in the

event of a shortage of resources.

In most cases, interested / potential users can have difficulties to find information about available DRT

services: the tackling of such communication problem in the proper way could boost the use of such services.

Session 5 – The potential of accompanying nudging activities to support the pilot actions

Session 6 – Planned pilot action

The main findings of these joint Sessions are listed in the following as a result of the presentation given by

the SMACKER Communication Manager.

The new ColBus in the Unione Appennino Bolognese and Alto Reno Terme: pilot action,

promotion techniques and technological innovation

SMACKER ColBus has some critical points that should be monitored / tackled so to avoid / mitigate negative

effects on the service.

A first point is the length of routes and therefore too long travel times, with a possible reduction in the

level of service. This is partially self-compensated thanks to tourist characteristics and the intrinsic link of

ColBus activation / run with train timetables. Further compensation is obtained by the identification of a

suitable number of lines and the correct number of vehicles per line. Passenger loads are optimized by the

call center and the SMACKER ColBus IT platform and the app. The result is that the boundary between DRT

service and regular Public Transport service becomes very thin.

The second point is the constraints related to the extra-urban network geometry that limit the size of usable

vehicles and the positioning of stops and inversion points.

The design of SMACKER ColBus service was done with local stakeholders and communities, so to take on

board the various needs and optimize the DRT service by balancing the needs with the available resources.

As regards communication, some potentially negative peculiarities should affect it. The limited activation

of the DRT service makes communication fundamental: the DRT service is active for short (3 months) and

split periods (Summer and Winter), which means that it does not benefit from "word of mouth" or knowledge

due to the user's habit or casual need; it is not possible to rely on growth over time. Furthermore, tourists

do not have a compact territorial location towards which concentrating communication efforts: the

communication should be social, digital, profiled and directed outside the DRT served area. Tourists do not

have a temporal location, and plan their travel well in advance: a strong collaboration with tourism

stakeholders is necessary, as tourists must be "caught" in the planning phase (via a proper social / digital

communication).

Conclusions

Giuseppe Liguori gives a brief overview of what was presented and discussed today, highlighting the key

findings.

After the introduction and the brief presentation of SMACKER main features, Andrea Normanno presented

an overview of the action features and innovative projects in Public Transport and DRT service at the Emilia-

Romagna regional level. He introduced the concept of "synergy" between the various subjects /

stakeholders. In addition, he highlighted the "sustainability" aspect of these projects. This gives the

opportunity to note that in the SMACKER case, as the pilot has a limited duration, there are also needs and

opportunities to find synergies at the local level to continue the DRT experience beyond the project itself.

Afterwards, the presentation of Catia Chiusaroli presented the Mobility Centres, whose role is important for

guaranteeing intermodality. SMACKER project relies on intermodality and considers rail stations as

interchange points between rail and road transport modes.

Giovanna Trombetti showed the importance of the synergy between the various public bodies to coordinate

promotional initiatives in the tourism sector.

The need to reduce the use of road shuttles to transport people out of the city and towards specific events

/ touristic sites is significant: Tommaso Bonino highlighted that this can be done by a Public Transport that

adapts to the demand rather than conditioning it, i.e. the DRT.

Daniele Berselli showed what is underway in Modena, highlighting the importance of having a ticket cost

low and aligned / integrated with the traditional Public Transport. In addition, the travel flexibility is

important also for the user and not only for the operator. The appreciation of the users supports the thesis

that flexible transport can work.

Stefano Tirtei and Maurizio Vitali illustrated relevant data from the TPER’s Prontobus experience, in

particular as regards service planning and resource optimization. They highlighted that the DRT services can

also be integrated with other transport services.

Giorgio Fiorillo showed the impact of the legislation and the strong link between the provided DRT service

structure and the economic resources that are available for its implementation. Furthermore, he pointed

out the relevance of an adequate communication to fully exploit the potentialities of the DRT service

offered.

Finally, Marco Amadori showed the path that led to the design of the DRT SMACKER ColBus offer that tries

to meet the needs not only of residents but also of tourists. In this, communication plays a fundamental

role: it must be calibrated to reach potential users, shifting their attention from the transport dimension to

the destination reachable via the DRT.

3.2. Stakeholders involved by type and number

The following table presents the total number of participants involved in the Bologna pilot LTG training,

classifying them as per the SMACKER Target Groups and including the speakers.

Table 2: Stakeholders involved

ORGANISATION STAKEHOLDER

TYPE10

NUMBER OF

PARTICIPANTS

FROM

ORGANISATION

COMMENTS

SRM Reti e

Mobilità

Local public

authority

7 Three of the participants are part of the

SMACKER dedicated team. The other 4

collaborate occasionally to the project

activities

4 of the participants were among speakers

aMO Local public

authority

1 Speaker; SMACKER SQPM member

ASCOM Local public

authority

1 ASCOM is a Bologna Permanent LMF

member. The participant was not the

person officially appointed as LMF member

Bologna Welcome Local public

authority

1 Also Bologna Permanent LMF member

Città

Metropolitana di

Bologna

Local public

authority

6 Also Bologna Permanent LMF members

2 of them were among speakers

Destinazione

Turistica Bologna

Local public

authority


Comune Alto

Reno Terme

Local public

authority


Comune Bologna Local public

authority

2 --

Comune

Granarolo

dell’Emilia

Local public

authority

1 --

Comune Imola Local public

authority

1 --

Comune Ravenna Local public

authority

1 Also SMACKER SQPM member

Comune San

Giovanni in

Persiceto

Local public

authority

1 --

10 For SMACKER: Local public authority; Regional public authority; Infrastructure and (public) service provider; General public; Education/training centre and school; Other; SME; Higher education and research; Sectoral agency; Interest groups including

NGOs; National public authority; Large enterprise; International organisation, EEIG under national law

ORGANISATION STAKEHOLDER

TYPE10

NUMBER OF

PARTICIPANTS

FROM

ORGANISATION

COMMENTS

Regione Emilia-

Romagna

Regional public

authority

3 SMACKER Associated Partner

1 of them was among speakers

TPER Infrastructure and

(public) service

provider

4 2 of them were among speakers

Freelancers SME 153 Unless specific knowledge about a company

they work for, freelancers are accounted as

SMEs for SMACKER Target Group purposes

Unibo – University

of Bologna

Higher education

and research

5 1 of them was among speakers

ITL Fondazione

Istituto sui

Trasporti e la

Logistica

Higher education

and research

2 SMACKER Project Partner

As regards the type of organization, the participants to the Italian LTG training were asked about the “type

of organization” they belong to / work with as part of the questionnaire that they were asked to compile

(see following chapter). It is noted that the 139 respondents answered the questionnaire and the results are

partially different from what is reported in the table above11. This is due to a number of reasons: first, not

all the participants to the LTG training filled in the survey; second, the “type of organization” in the

questionnaire was selected by the respondents, who don’t know in depth the definition of SMACKER Target

Groups as per the AF. As the questionnaire is anonym, it is not possible to make a counter check. The above

numbers are considered anyway more consistent than the ones from the questionnaire, as they cover all the

participants and were elaborated reviewing the full list of participants.

11 It is noted that the numbers from respondents to questionnaire Local public authority: 19; Regional public authority: 6; Infrastructure and (public) service provider: 8; General public: 12; Education/training centre and school: 4; Other: 3; SME:

68; Higher education and research: 4; Sectoral agency: 5; National public authority: 3; Large enterprise: 7.

3.3. Analysis of Questionnaires

The short questionnaire prepared in English language at project level was translated by SRM and made

available in an Italian language version to all the Bologna LTG training trainees. This questionnaire was used

to obtain feedback from participants (satisfaction with the event, their evaluation of effectiveness and

content, willingness to participate in similar events). The answers to the questionnaire were analysed and

results are presented and commented below.

139 out of 191 participants answered the questionnaire, 136 completed it. All of them are from

Italy.

The participation to the event was

o “Very useful” for 33 respondents

o “Useful” for 102 respondents

o “Useless” for 1respondent.

Figure 1: Evaluation of participation to Italian LTG training

0 20 40 60 80 100 120

Very useful

Useful

Useless

USEFULNESS OF PARTICIPATION TO ITALIAN LTG

Acquired knowledge made 108 respondents think about their travel choices.

Figure 2: Reflections on travel choices thanks to knowledge acquired by LTG training

86 respondents consider their participation as contributing to a better planning of SMACKER Bologna

pilot action.

Figure 3: Perceived contribution to better planning of Bologna pilot

79%

21%

KNOWLEDGE ACQUIRED MADE ME THINK ABOUT MY TRAVEL CHOICES

Agree Disagree

63%

37%

BY PARTICIPATING TO LTG TRAINING I CONTRIBUTED TO BETTER PLANNING THE BOLOGNA

PILOT

Agree Disagree

The training was rated as

o “Excellent” by 26 respondents

o “Very good” by 64 respondents

o “Satisfactory” by 42 respondents

o “Feeble” by 4 respondents

o (No one rated it as “Very poor”).

Figure 4: Evaluation of Italian LTG training quality

23 respondents would be willing to participate in similar events and would like to subscribe to

SMACKER newsletter (18 of them are new contacts).

19%

47%

31%

3%

ITALIAN LTG TRAINING QUALITY

5 - excellent 4 - very good 3 - satisfactory 2 - feeble

4. References

1. SMACKER Application Form, Version 27 February 2019

2. SMACKER “D.M.2.1 Internal Quality Handbook”, September 2019

3. SMACKER “D.T1.1.4 Review of behaviour change and nudging initiatives”, September 2019

4. SMACKER “D.T1.2.5 Creating Communities (Bologna, IT)”, December 2019

5. SMACKER “D.T1.2.12 Data collection on users mobility needs and expectations (Bologna, IT)”, February

2020

6. SMACKER “D.T1.2.18 Review for matching needs and services for a comprehensive planning (Bologna,

IT)”, April 2020

7. SMACKER “D.T1.3.1 Planning and reasons for training”, January 2020

8. SMACKER “D.T2.2.2 Stakeholders and users group involvement”, February 2020

5. Annexes

5.1. Invitation

SRM sent the invitation via e-mail to LMF members and other potentially interested stakeholders.

The Association of Engineers sent the invitation via their usual communication channels.

Here below, the text of the generic e-mail is reported, followed by the LTG training agenda that was

attached to the invitation e-mail.

Invitation letter (e-mail)

Agenda (attached to the e-mail)

5.2. Signature list

As the event was hold as a webinar, it was not possible getting “physical” signatures. The webinar registering

system allowed to take note of the attendants in a reliable way.

Some screenshots below show the number of participants in various moments of the webinar. The total

number of attendants reported in the tables in chapter 2 and in chapter 3 is extrapolated from the

participants list from the recording system used by the Association of Engineers.

5.3. Photos

As the event was hold as a webinar, it was not possible getting “physical” photos. Some screenshots were

taken during the webinar and they are reported in the following. In some of them, it is possible to see the

punctual number of people attending the workshop.

5.4. Presentations

A total number of 8 (eight) PowerPoint presentations was delivered by the speakers, while two of them only

gave an oral speech. The screenshots of the 8 PowerPoints are reported here below.

Presentation 1 - “The SMACKER project, the Bologna pilot action and the "Local To Think Global" (LTG)

training” – Giuseppe Liguori (SRM Reti e Mobilità – SMACKER Project Coordinator)

Presentation 2 – “Action features and innovative projects of the Emilia-Romagna Region in public

transport and on-demand transport - Andrea Normanno (Emilia-Romagna Region)

Presentation 3 – “The strategic role of the Mobility Centres in the SUMP for the accessibility of the

Bologna metropolitan area” - Catia Chiusaroli (Bologna Metropolitan City)

Presentation 4 – “The accessibility factor for the promotion of tourism in the Metropolitan City of

Bologna” - Giovanna Trombetti (Bologna Metropolitan City, Destinazione turistica Bologna)

Presentation 5 – “Flexible Public Transport services in the Modena area developed in the European

Projects RUMOBIL, YOUMOBIL and RegiaMobil” - Daniele Berselli (aMO Agenzia per la Mobilità di Modena;

SMACKER SQPM Member)

Presentation 6 – “The Prontobus of Pianura and Terre d’Acqua and its evolution over time” - Stefano

Tirtei and Maurizio Vitali (TPER)

Presentation 7 – “Experiences of on-demand transport in the Borgo Panigale area: economic and

regulatory framework” - Giorgio Fiorillo (SRM Reti e Mobilità)

Presentation 8 – “The new ColBus in the Unione Appennino Bolognese and Alto Reno Terme: pilot action,

promotion techniques and technological innovation” - Marco Amadori (SRM Reti e Mobilità, SMACKER

Project Communication Manager)

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