1. CREATE Final Conference – Brussels 22-23 May 2018
Key Policy Recommendations How to tackle congestion and enhance liveability
Paul Curtis
Vectos
CREATE Final Conference – Brussels May 2018

2. 1. Establish a vision
Public authorities should establish a long term vision for the city and implement via a SUMP
Get buy in from multi-sector stakeholders
Set targets and milestones to measure progress
Will have more justification in individual measures, as will be the means to get to the vision

3. 1. Establish a vision
Vienna STEP 2025 (Urban Development Plan) sets the vision:
‘transport will be geared towards eco-mobility’
‘enabling mobility without car ownership’
80:20 goal:
80% trips PT, walking, cycling
20% trips car
London and Paris the same
Vienna - The integrated Mobility Action Plan since the 1990s it has advocated 1) increase capacity public transport; and 2) reducing car use through parking management system
We have also found that cities with a strategic plan / vision seen as low risk investment / extra credibility and so attracts external funding and financing
The EC and donor agencies advocate the blending of funding and financing instruments. The SUMP of Bucharest-Ilfov region is not only an enabler of EBRD investment, but it is also a tool through which ESIF has been strategically and significantly administered. The subsequent Regional Operational Programme made funds available to swiftly bring forward a SUMP measure, rewarding cities with vision, strategy and drawing on multi-sector collaboration. It shows favour for low risk investments.

4. 2. Be bold - experiment
CREATE research shows us that policies once dismissed as radical often, over time, gain widespread acceptance.

5. 2. Be bold - experiment
London’s congestion charge introduced Feb 2003 with much opposition.
The Mayor was re-elected in June 2004, increased the charge
Berlin introduced Speed Restrictions Zones in the 1980s
30 km/h roads
Reduced noise, safer streets
Introduce in small number of areas, then gradually expanded
70% roads now low speed, including those with night-time restrictions
Speed restrictions (a low cost Stage 3 measure for cash-strapped cities?) – The reduction of speed and traffic calming measures were introduced in West Berlin during the 1980s in order to address residents’ concerns about safety issues and against noise pollution. It was progressively extended under the leadership of the Transport Administration throughout the 1990s as a preferred mitigation measure. This policy was continued and intensified after Traffic is limited to a 30kmph speed limit in nearly all side-streets in Berlin (over 70% of the road network). There are also mandatory speed limitations of 30kmph on some 60 sections of main roads between 10pm and 6am.
Noise control

6. 3. Collect and analyse data to support your vision
Build strong evidence-based policy-making
Analyse where/ if progress is being made in relation to priorities
Collect wide sets of data to measure full value of mobility investment, e.g. on health, environment, jobs.
More likely to be approved if can show other cities have succeeded in the same way
MaaS
Journey Planning
EVs

7. 3. Collect and analyse data to support your vision
Analysis of modal share can justify measures and policies introduced adding momentum
Cycling infrastructure schemes in London calculate monetary value of decreased mortality and reduced absenteeism (SART)
Copenhagen survey (2013) concluded car no longer most important status symbol: public attitudes sympathetic to further measures to restrict car use.
1 – Overall modal share data – validates the policies implemented by the cities
2 – Lower level – health data London
3 – take mood surveys - CPH
Camden – one cycling infra scheme paid for itself!
For example, Transport for London has recognised the need to monetise the health benefits of schemes that promote active travel, embedded in the publication “Valuing the Health Benefits of Transport Schemes”. This is done through the well-known Health Economic Assessment Tool – HEAT, but also the Sickness Absence Reduction Tool – SART (using the evidence that employees who are physically active experience 25% fewer sickness absence days than colleagues who are inactive).
Royal College Street is in the London Borough of Camden. In 2012 an infrastructure scheme was devised to improve the public realm and increase the safety of cyclists. The scheme involved new armadillo separated cycle tracks, resurfacing, street scene improvements and new paving. The cost of the scheme was put at £475,000. Applying the HEAT and SART Tools, the cumulative effect of cycling and walking totalled a benefit of £441,000 or a new BCR (monetary benefits / project costs) of 0.93:1. At this point the project is virtually at breakeven using just HEAT and SART.
CPH - The cycling culture has intensified and policies have introduced many supportive measures to encourage cycling. A survey in 2013 showed that the car was no longer the most important status symbol, there was an increase in mobility renting over ownership (from a low base) and public attitudes were sympathetic to further measures to restrict car use

8. 4. Integrated urban planning
Integrated land-use planning is crucial to avoid car-oriented developments and traffic congestion
High density developments should be mandatory in some parts of cities

9. 4. Integrated urban planning
Copenhagen has transformed former industrial areas into residential, offices and recreation, e.g. harbour area
Denser residential areas, with public transport, cycling and car sharing services reduces the need for car ownership
We see this in trend (Densification and reducing need to travel) in London and other Stage 3 cities

10. 5. Integrated governance
Metropolitan Authority integrating all transport modes and land-use can allow cities to grow in a sustainable way

11. 5. Integrated governance
The Greater London Authority is a strategic regional authority
powers over transport, planning, policing, economic development
Led by the Mayor of London
Decisions on transport and spatial development can be made in an integrated way
Targets that span different policy areas can be tackled strategically:
Electromobility can be promoted through planning guidance on charging points in new developments
Health can be furthered by LEZ or cycling investment
Traffic safety can be pursued by policing
This can help make limited public budgets have maximum impacts

12. 6. Foster multi-level and cross-sectoral governance
Collaboration between policy-makers across:
sectors (economic, health, social, environment)
levels of governance (regional, national and international)

13. 6. Foster multi-level and cross-sectoral governance
Innovative response to air quality concerns and protests in Paris in the 1990s
Organised networks of public health professionals, urban planners and supporters of non-motorised transport gave expert insight from all policy areas
Resulted in the 1996 LAURE (law on ‘Air Quality and the Regional Use of Energy) introducing policies across many domains(transport, energy, agriculture, etc.) in support of anti-air pollution initiatives

14. 7. Provide good alternatives to car use to foster modal shift
Provide attractive and efficient alternatives to car use, before congestion becomes a problem
Infrastructure should be built for moving people rather than moving cars
Priority for collective transport, active travel, shared mobility

15. 7. Provide good alternatives to car use to foster modal shift
Vienna’s coordinated approach to shift away from car use:
Metro extension intensified ( )
Transport Plan (1992) aimed for citizens to be within 500m of PT.
Road space reassigned to pedestrians more segregated bus lanes (1990s)
Cycling routes increase from 388Km to 1174km ( )
Vienna Carrots

16. 8. Discourage car use
Public authorities can discourage car use once alternatives in place, making car use:
more expensive
LEZ, congestion charging
slower and less convenient
controlled parking zones
decreasing the space allocated to car use

17. 8. Discourage car use Vienna at the same time has implemented:
Speed limit 30 km/h introduced across 33km of city wide road network (1987)
Road narrowing, road space reassigned to pedestrians more segregated bus lanes (1990s)
Extension of parking management system (1999, 2012)
Low Emission Zone introduced (2008)
Vienna Sticks this time!
Road narrowing has taken place in London and PARIS too
During the late 1990s to early 2000s, in addition to car free initiatives, Mayor Tiberi introduced policy initiatives to reduce speed on the road network. This policy initiative was combined with the reduction of roadspace allocated to car traffic with the reduction of speed limits to 30km/h.

18. 9. Engage with stakeholders but don’t try to be ‘all things to all people’
Communicate the vision and consult stakeholders and citizens
Gain broad support for a clear policy direction
Introduce trials ‘seeing is believing’
Combine with marketing and behaviour change campaigns
You won’t please everyone
So draw on examples from other cities

19. 9. Engage with stakeholders but don’t try to be ‘all things to all people’
Draft Mayor’s Transport Strategy 2017, London
Public consultation lasted 14 weeks
stakeholder led campaigns
6,000 public responses
476 stakeholders and businesses which generated 43,550 discrete comments
Comments considered and strategy reviewed
Support for ‘healthy streets’, improving air quality, the walking and cycling proposals and Vision Zero to tackle road danger.
Like each MTS before it …
Vision Zero – first heard this come out of Sweden
Down to individual measures
Extension of congestion charge
Stage 3 seemingly consolidated

20. 10. Increase institutional capacity
Increase human resources capacity in the field of on planning for movement and liveability
urban planners, public transport experts, health experts
retrain, recruit, secondments,
Increasing capacity is key to support a transition towards sustainable mobility.
Retraining exisiting planners with out of date ethics / increase staff numbers / draw on JASPERS etc

21. 10. Increase institutional capacity
EU funding, JASPERS, EBRD can all help provide capacity + training to build transport planning teams
CREATE mentoring trips, work shadowing, action plans
Bucharest-Ilfov SUMP was supported by EBRD and Ministry, led to ambitious strategy & ROP funding to bring forward first measure
Western European cities have large teams of transport planners needed to implement a SUMP
Some Eastern European cities have small teams which can slow down progress / implementation.
Mentoring trips have help transfer good practice – showing concrete examples of Stage 3 measures and justifying it
The graph shows the big bang in the 5 cities – increasing capacity and number of stage 3 measure being implanted. - the result was peak car
Capacity issues can be overcome by using the EU funding (CREATE)JASPERS and JESSICA programmes to build strong proposals.
EBRD programme developed SUMPS for Romanian Growth poles
The EC and donor agencies advocate the blending of funding and financing instruments. The SUMP of Bucharest-Ilfov region is not only an enabler of EBRD investment, but it is also a tool through which ESIF has been strategically and significantly administered. The subsequent Regional Operational Programme made funds available to swiftly bring forward a SUMP measure, rewarding cities with vision, strategy and drawing on multi-sector collaboration. It shows favour for low risk investments.
Also JASPERS is actively involved in Bucharest in drafting the new contract for PT service for RATB.
Need planners in the city, but also draw on expertise from stakeholder groups

22. 11. Decentralise decision-making but within a consistent city framework
Increased autonomy at the local level improves / accelerates decision making and actions
Local authorities should generate sources of funding to support sustainable transport

23. 11. Decentralise decision-making but within a consistent city framework
Paris Versement Transport
Local tax levied on companies
Introduced in 1971
Provided funding for investment in public transport
65% STIF budget
Resilience against budget cuts in other domains
Having the means to raise and keep the funding raised was an important part of development o PT
Still ongoing now

24. 12. Change legal framework
Changes in regulation may be needed to implement key transport policy measures

25. 12. Change legal framework
In Berlin the laws were changed (1997) to allow bikes to use bus lanes and to be brought onto trains and S-Bahn.
Bike modal share increased from 10% to 13%
Berlin Popularity of cycling increases – From 1997 nearly all bus lanes were allowed to be used by cyclists and the transport of bicycles on trains of the VG and S-Bahn became possible. Little by little cycling became an urban trend and the share of modal split increased from 10% to 13% by 2013.
Tallinn / Bucharest / Adana / Skopje traffic control and policing is run by the Ministry making effective local parking enforcement impossible.
Many Eastern European cities struggle to enforce parking rules since policing is centralised at Ministry level. This is a significant barrier.
Advancement to stage 3 would accelerate if parking enforcement devolved to local level.

26. 13. Communicate benefits of sustainable mobility and place- making policies
Inform public consistently and constantly on benefits such as:
improving health and well-being
better access to employment
more green space, liveable urban environment
Keep momentum going!
Wider benefits = wider support

27. 13. Communicate the benefits of sustainable mobility and place- making policy measures
Berlin introduced StadtForum in 1991
Led by CDU Senator for Urban Planning and Environment
Informal city-wide assembly
Dialogue with multi-sector stakeholders, experts and citizens
Wealth of knowledge helped
foster integrated approach to transport and urban development
limit institutional competition and protests
STILL CONTINUES TODAY: The goal of the city forum is to accompany the development of the capital in dialogue with the citizens as well as the partners from research, economy and politics. (No decision making powers )
The StadtForum as a first attempt to increase coordination and leadership
Several initiatives were introduced in order to seek new ideas while at the same time limiting scope for protest and institutional competition.
Continues today
The introduction of the Stadtforum, under the leadership of Volker Hassemer, CDU Senator for Urban Planning and Environment between 1991 and 1995, follows this rationale. This citywide public forum invited some 50 to 70 fixed members, representing stakeholders and experts from a wide spectrum of organisations. As an ad hoc informal assembly, the Stadtforum did not enjoyed decision-making powers, creating some frustrations amongst those actors that advocated a profound change in transport policy objectives. Nevertheless, the involvement of many stakeholders helped to foster the emergence of an integrated approach to transport.

28. Thank you !