1. INTRODUCTION first project year second year third year

Transcription

1 1. INTROUCTION The cities of Burgos, Genoa, Krakow and Stuttgart, their public transport operators, industrial partners, and research institutions have defined a common project proposal entitled CARAVEL. Their political leaders agree to establish a new culture for clean mobility in European cities in support of sustainable development, citizens well being and safe access for all. uring the 2002 CiViTAS Forum in Brussels, the European Commission announced a second CiViTAS call for June This was the incentive for many cities to analyse their current urban transport situation and to develop specific measures designed to test new approaches, new services and new technologies aimed at overcoming existing problems and achieving sustainable urban mobility. The urban transport situation is similar in all European cities, whether they are large or small. Joint research, development and testing as well as exchange of experience are therefore suitable ways of combating the problems associated with urban transport, such as congestion, pollution, noise and economic competitiveness. In 2003, Stuttgart and Burgos on the one hand, and Genoa and Krakow on the other, started to prepare two projects with integrated packages of technical and non-technical measures that addressed the urban transport problems and responded to the policy fields of the CiViTAS II call. The project proposals were submitted on 17 ecember After a positive evaluation the four cities were invited for negotiations. The negotiations ended in the merging of the two projects into one integrated project: CARAVEL was born. It began on 1 February 2005 and ran for four years. CARAVEL was a four-year R& and demonstration project, consisting of 54 measures to address the problems of urban transport in Burgos, Genoa, Krakow and Stuttgart. The measures represent an investment of 29 million, supported by EU funding of 13 million. The Municipality of Genoa co-ordinated the work of the 23 CARAVEL partners, including public and private organisations in charge of urban transport development. The core team the Technical Management Board TMB consistingof Project Manager, Technical Co-ordinator, issemination Manager, Evaluation Manager and Site Coordinators was responsible for the overall work management and control as well as for monitoring the implementation of measures. The TMB met four times a year to discuss any open questions, review and appraise the work performed and to agree on common approaches of evaluation and dissemination, for example. In the first project year, local teams responsible for the actual implementation of the measures were set up and the administrative and financial procedures and structures necessary for the realisation of a project of this magnitude put in place. For many civil servants and organisations, this was their first ever EU-funded research project. This meant that EU reporting, monitoring and accounting were new and required specific training and advice which was provided by the Project Manager and the Technical Co-ordinator during site visits in the first months of the project. In most cases work was started on actually implementing the measures in the very first year. The second year saw the implementation of the remaining measures and the start of actual cooperation between the cities, such as the transfer of the demand responsive transport application from Genoa to Krakow. The cities also launched the first promotion and dissemination. campaigns to inform the public about the CARAVEL project, its overall objectives as well as the actual project measures. The CARAVEL project received increasing support and commitment from local politicians and scientists who closely accompanied and followed the implementation and progress of work.the second project year ended with a review of the overall project status. The Project Manager, the Technical Co-ordinator and the local teams discussed issues and achievements measure by measure and decided any overall modifications. uring the continued implementation in the third year, the proposed modifications along with the results achieved were discussed with the European Commission in the mid-term review process. The overall status was qualified as very good and in line with plan. Nevertheless, some measures had to be modified in order to cater to political, organisational, financial and technical 1

2 considerations, the majority of which could not be addressed directly by the project. These modifications were the subject of a contract amendment which was approved by the Commission in The hot evaluation phase started in the third year, with the discussion of and agreement on the evaluation procedures, methods and indicators. The main body of evaluation data was collected in the fourth year. Numerous indicators were measured several times during the operation of new services and new equipment. The data was analysed in the last months of the project; the detailed results formed the subject of the evaluation report. Interviews and analyses were also conducted during the fourth year to describe the implementation processes. The lessons learned provide an insight into drivers and barriers which push or hinder implementation. This will help project managers, technicians and politicians alike to better handle the implementation of complex measures in the future. There were widespread dissemination activities at a local and project level. While on the local level, the focal emphasis of activities was placed on the citizens, the project level aimed to reach politicians, professionals and students involved in urban sustainable mobility. The dissemination activities resulted in three brochures. The first introduced the project. The second published in 2007, showed first lighthouse measures, and this third brochure the final activity report presents the overall results and achievements of the four years. CARAVEL also published regular project newsletters and organised four units of the CiViTAS CARAVEL Summer University. These seminars took place in Burgos, Stuttgart, Genoa and Budapest to explain the specific experience and knowledge gained within the project to students and young professionals. The four years of close co-operation and extended exchange, preceded by two years of preparation and negotiation, have built a real CARAVEL family. Consortium meetings as well as bilateral collaborations have created personal and organisational partnerships which will persist into the future, forming the basis for further joint initiatives and projects. Two cities are involved in the long-term evaluation of the CiViTAS results, and Krakow is engaged in setting up a transfer centre; it will be hosting the next CiViTAS Forum in 2009, as did Burgos in CiViTAS cleaner and better transport in cities stands for CIty-VITAlity-Sustainability. With the CiViTAS Initiative, the EC aims to generate a decisive breakthrough by supporting and evaluating the implementation of ambitious integrated sustainable urban transport strategies that are to make a real difference to the welfare of the European citizen. CiViTAS is a programme by cities for cities, providing a framework for living laboratories, for learning and evaluating new approaches and concepts of sustainable urban mobility. CiViTAS projects are characterized by a strong local political commitment. The Project Consortium Cities The political decision makers have agreed to a Mission Statement for CARAVEL: "Burgos, Genoa, Krakow and Stuttgart intend to establish a new culture for clean mobility in European cities in support of sustainable development, citizens well being and safe access for all." The high-level project aims at reflecting about the priorities on the political agenda of most medium-sized cities in Europe for an integrated transport policy in response to the major urban policy challenges: To base energy consumption increasingly on renewable resources. To minimise traffic-related air and noise pollution. To improve health and well being of all citizens. To ensure safe and equitable access to jobs, education, and other services. To care especially for the needs of the vulnerable and disadvantaged citizens. To support durable economic development. To establish a broad social consensus for clean mobility. To reduce the ecological footprint of mobility. The four cities share these objectives, but due to the different framework conditions, the means to achieve them are different. Each Caravel city has selected a set of measures to implement in order 2

3 to achieve the objective of clean urban transport in cities. The measures are categorised into the following 8 areas: Clean vehicle fleets Access restrictions Integrated pricing strategies Collective passenger transport New forms of vehicle use & ownership istribution of goods Innovative soft measures Transport management & traveller services The consortium of the CARAVEL project is made up of 21 partners coming from the following four European countries: Italy, Spain, Poland and Germany. The project coordinator is Genoa. All four CARAVEL cities have a strong political commitment to establish a clean mobility culture and achieve a radical change in the urban transport system in favour of sustainable transport modes. The four cities are known as forerunners of innovative mobility policies in their countries. In the project consortium, the following types of organisations are represented: City authorities: Municipality of Genoa, Municipality of Burgos, Municipality of Krakow, Municipality of Stuttgart Public Transport Operators: Azienda Mobilità e Trasporti S.p.A. of Genoa (AMT), Azienda Mobilità e Infrastrutture (AMI), Miejskie Przedsiębiosrstwo Komunikacyjne SA w Krakowie (MPK) System and software providers: Softeco Sismat SpA (Genoa) Private research and consultancy companies: Rupprecht Consult Forschung & Beratung GmbH, Appolonia s.p.a, SSP Consult Beratende Ingenieure GmbH, QN Financial Services S.p.A., FORMS. Public research and government agencies : Agenzia Regionale per l Energia della Liguria Spa (Regional Energy Agency), Agenzia Regionale per la Protezione dell Ambiente Ligure (Environmental protection Agency of the Regione Liguria), Verband Region Stuttgart Universities: University of Genoa - epartment of Economics and Quantitative Methods, Politechnika Krakowska im.tadeusza Kosciuszki (Krakow University of Technology), University of Stuttgart Non-profit organisations: Istituto Internazionale elle Comunicazioni, Strategic Bureau of Burgos, Castilla-Leon Institute of Technology Participants name Participants short name Country Municipality of Genoa CG Italy Azienda Mobilità e Trasporti S.p.A. AMT Italy Softeco Sismat SpA Softeco Italy Azienda Mobilità e Infrastrutture S.p.A AMI Italy 'Appolonia SpA APP Italy 3

4 Participants name Participants short name Country Istituto Internazionale elle Comunicazioni IIC Italy University of Genoa - epartment of Economics and Quantitative Methods IEM Italy Agenzia Regionale per la Protezione dell Ambiente Ligure - Environmental protection Agency of the Regione Liguria ARPAL Italy Agenzia Regionale per l Energia della Liguria SpA ARE Italy QN Financial Services Spa QN Italy Municipality of Krakow UMK Poland Miejskie Przedsiębiosrstwo Komunikacyjne SA w Krakowie MPK Poland Politechnika Krakowska im.tadeusza Kosciuszki PK Poland Forms Group FORMS Poland Rupprecht Forschung & Beratung GmbH Consult RC Germany City of Burgos AYTOBU Spain Strategic Bureau of Burgos APEBU Spain Castilla-Leon Institute of Technology ITCL Spain City of Stuttgart LHS Germany SSP Consult Beratende Ingenieure GmbH SSP Germany University of Stuttgart VuV Germany Verband Region Stuttgart VRS Germany With a population of just over and , Genoa and Krakow are typical examples of the large number of "second tier" cities in Europe, often characterised by an important cultural heritage, rapid industrialisation followed by decline of old industries in the middle of the 20 th century, and more recent successful redevelopment and emergence of new industries (in technology, services and tourism). Burgos, with a population of inhabitants, with an important cultural heritage and a consolidated industrial area, is located in the North of Spain and represents a neuralgic centre of communication between the North and South of Europe, apart from being the on the usual route for moving from the East to the West of Spain. Stuttgart is the capital of Baden-Württemberg and urban centre of one of the most important economic and agglomeration areas in Germany. The town, with nearly inhabitants, forms the centre of the conurbation Stuttgart Region with 2.5 million inhabitants and 1.3 million people employed. Many challenges remain in the four cities: Public space is extremely limited Years of pollution have taken their toll, destroying historic buildings and threatening the health and well-being of their inhabitants Congestion is not only responsible for a major loss of productive and leisure time, it also threatens accessibility and basic economic functions, especially of the inner city Increasingly transport is widening the social divide The fact that every year a considerable number of people is killed or severely injured is not considered to be acceptable any longer On the urban policy agenda of Genoa, Burgos, Krakow and Stuttgart, mobility has a crucial role to play to stabilise newly emerging positive trends and all four cities agree that an enabling role needs to be given to mobility policy to develop vital cities, rather than allowing ongoing 4

5 trends to threaten their future. Therefore, Burgos, Genoa, Krakow and Stuttgart have, for many years, embarked on a policy of "carrot and stick", of providing attractive incentives for clean and efficient public transport, while restricting unacceptable personal mobility. Success in transport policy is depending on many factors, the awareness of travellers is crucial and a new culture for clean mobility must hence be developed. Secondly, single measures only have a limited impact, and a sustainable urban transport system can only be achieved, when the policy-making for urban transport is approached in a holistic sense, integrating planning for transport, land-use and the environment as elements of one integrated transport policy package. Genoa, Burgos, Krakow and Stuttgart decided to implement a large work programme which fully exploits the synergies between individual innovative measures and integrated clean transport policy. Progress requires a collaborative and consensus-oriented process, and the four cities are basing their local cooperation on wide local partnerships. Finally, sharing of successful (and unsuccessful) experiences between the four cities, and a clear knowledge and technology transfer between them are important parts of this project - last but not least as a contribution of the four cities to the historic process of building a larger, unified Europe. For reaching its aims, CARAVEL has defined the following project objectives (arranged by CIVITAS policy field): 1. Clean vehicle fleets To increase the use of clean vehicles and alternative fuels in the municipal fleets, aiming for 100% clean vehicle fleets 1 and to improve the necessary infrastructure To stimulate the demand for clean vehicles among private car owners Increased share of renewable electricity in all urban activity areas 2. Access restrictions To enlarge access-controlled areas To achieve social consensus for integrative policy on use of scarce public space To enforce access control in inner-city areas 3. Integrated pricing strategies To significantly reduce the number of cars in protected areas through integrated pricing strategies To improve economic and social vitality and maintain necessary accessibility of protected areas by clean modes/ vehicles To achieve wide social consensus for the road user charging policy 4. Collective passenger transport To increase the quality, accessibility and attractiveness of PT To provide efficient flexible (demand-responsive) public transport (RT) services and integrate them also institutionally To offer innovative services bridging the gap between conventional large volume PT and new mobility demands To improve PT security through a comprehensive strategy 5. New forms of vehicle use & ownership To establish collective vehicle use concepts in the highly individualised cultures of Italy, Spain, Poland and Germany To promote a new "bicycle culture" (Burgos and Krakow) To extend the PT offer by new shared modes To integrate new PT modes into the joint flexible service agency 6. istribution of goods 1 Even if this goal might not be reached during the lifetime of CIVITAS. 5

6 To develop coherent access control system for goods vehicles to protected zones To establish efficient goods distribution in protected zones (100% clean vehicles) To improve quality of goods distribution To achieve wide social consensus for goods vehicle access restrictions 7. Innovative soft measures To establish a new "mobility culture" in Genoa, Burgos, Krakow and Stuttgart based on a civic consensus building and consultation process To create new psychological and economic incentives for sustainable mobility use To ultimately develop a holistic concept for reducing the ecological footprint of mobility To ensure accessibility of essential urban infrastructures through integrated mobility planning To emphasise accident prevention and to establish road safety monitoring institutions To enable qualified decision-making in transport planning 8. Transport management & traveller services To provide intermodal traveller information services based on Intelligent Transport Systems ITS To use ITS for PT quality improvements (bus lane enforcement and bus priority) To develop new services based on EGNOS/ GALILEO The project objectives for the horizontal, innovation-related and training aspects of the project are: To evaluate the impacts of the integrated package of measures based on common indicators, methods and tools To cooperate actively on the CIVITAS II level To identify opportunities for transfer of results To widely disseminate CARAVEL results To establish an intense process of experience exchange on the European level To ensure that all partners can capitalise on their investments Finally, the project objectives in terms of project management and coordination are: To manage the Integrated Project effectively To ensure quality control To ensure political direction to the project To co-ordinate site and work package activities To ensure high-quality technical support to partners To supervise progress To achieve a fully integrated mobility policy approach 2. OVERVIEW OF THE MEASURES WP/ Measure No Title City Responsible Partner WP5 Clean & energy-efficient vehicles 5.1 Transition towards clean vehicle fleets in Genoa Genoa AMT 5.2 Support for clean fuels and introduction of clean public and private fleets in Burgos Burgos AYTOBU 5.3 Transition towards clean vehicle fleets in Krakow Krakow MPK WP6 Access management 6

7 WP/ Measure No Title City Responsible Partner Creating & controlling access to clean zones 6.1 Integrated access control strategy in Krakow Krakow UMK 6.2 Integrated access restrictions strategy in Burgos Burgos AYTOBU 6.3 Policy options for access restrictions in Stuttgart Stuttgart LHS Enforcing traffic restrictions in sensitive areas 6.4 Enforcement of access restrictions in Krakow Krakow UMK 6.5 Parking strategy and management in Burgos Burgos AYTOBU WP7 Integrated pricing strategies 7.1 Integrated access control strategy and road charging scheme in Genoa Genoa CG WP8 Stimulation of collective transport modes Improving quality & intermodality 8.1 Clean high mobility corridor in Genoa Genoa AMT 8.2 Clean high mobility services in Burgos Burgos AYTOBU 8.3 Clean high mobility corridor in Krakow Krakow UMK Providing innovative mobility services 8.4A Agency for flexible services and new mobility services in Genoa Genoa AMI 8.5 Collective mobility services for target users in Burgos Burgos AYTOBU 8.6 emand-responsive transport services in Krakow Krakow MPK 8.7 New mobility services for visitors in Burgos Burgos AYTOBU 8.8 New leisure related mobility services in Krakow Krakow MPK Integrated ticketing & tariffs 8.10 Integrated ticketing and tariffs in Krakow Krakow UMK Passenger security 8.11 Security action plan for public transport in Krakow Krakow UMK 8.12 Security action plan for suburban railway in Greater Stuttgart Stuttgart VRS WP9 New forms of vehicle use and ownership Car pooling 9.1 Car pooling in Burgos Burgos AYTOBU 9.2 Car pooling system in Krakow Krakow PK 9.3 Car pooling system in Stuttgart Stuttgart LHS Sharing clean cars 9.4 Car sharing service in Genoa Genoa CG 9.5 Policy options for car sharing in Krakow Krakow UMK Sharing clean two-wheelers 9.6 City bike scheme in Burgos Burgos AYTOBU 9.7 Bicycle renting in Krakow Krakow UMK WP10 New concepts for the distribution of goods 10.1 Enlarged goods distribution scheme in Genoa Genoa CG 10.2 Innovative goods distribution strategy in Burgos Burgos AYTOBU 10.3 New goods distribution scheme in Krakow Krakow UMK WP11 Innovative soft measures Marketing clean mobility concepts 11.1 Sustainable mobility marketing and Ecopoints in Genoa Genoa AMT 11.2 Sustainable mobility marketing in Burgos Burgos APEBU 11.3 Sustainable mobility marketing in Krakow Krakow UMK 11.4 Sustainable mobility marketing in Stuttgart Stuttgart LHS Involving stakeholders 11.5 Mobility Forum in Genoa Genoa IIC 11.6 Mobility Forum in Burgos Burgos APEBU 11.7 Mobility Forum in Krakow Krakow UMK Managing mobility needs of large institutions and events 11.8 Integrated mobility plan for the San Martino Hospital in Genoa Genoa CG 11.9 Integrated mobility plan for the Technical University of Krakow Krakow PK 7

8 WP/ Measure No Title City Responsible Partner Integrated mobility strategy for trade fairs in Genoa Genoa CG Ensuring access and safety for all Access for mobility impaired people in Burgos Burgos AYTOBU Safe access for pedestrians to peripheral neighbourhoods in Burgos Burgos AYTOBU Increasing bicycle use in Burgos Burgos AYTOBU Improving road safety Monitoring Centre for Road Safety and Accident Prevention in Genoa Genoa CG Safety and accident prevention plan in Burgos Burgos AYTOBU Monitoring Centre for Road Safety and Accident Prevention in Krakow Krakow UMK Supporting decision making ecision support tool for environmental impact assessment of traffic planning measures in Genoa WP12 Telematics Infomobility Genoa 12.1 Intermodal infomobility platform in Genoa Genoa AMI 12.2 Infomobility tools in Burgos Burgos ITCL 12.3 Infomobility platform in Krakow Krakow UMK Traffic management 12.4 Traffic visualisation system in Burgos Burgos AYTOBU 12.5 Bus lane control system in Genoa Genoa AMT 12.6 Public transport priority system in Krakow Krakow PK 12.7 Event oriented traffic management in Stuttgart Stuttgart LHS CG 3 APPROACH TO EVALUATION 3.1 Evaluation Framework Evaluation in CARAVEL is essentially based on before-and-after comparisons and on the integration bettween impact and process evaluation. The Baseline, Business-as-Usual and After situations provided a common structure for the conduct of surveys and other measurements needed to provide consistent comparisons. The impact evaluation issue has been described and the activities were identified: analysis of each measure and its consequences; selection of the main impacts; choice of the appropriate indicators to evaluate each measure; verification of data availability; identification of the appropriate method (monetary, non monetary, descriptive assessment, surveys, etc.) to evaluate each measure. A presentation of the evaluation approach in the different cities has been provided, with special attention to the sets of indicators related to the different subjects to be evaluated. Furthermore the Evaluation activity has defined indicators, tools and methodologies for the site evaluation activity and has pointed out the strategic evaluation directions. The main tools will include: analysis of data/records; modelling/estimation; specific on site measurements; surveys; financial/economic assessments. Special attention has been paid to process evaluation activity, that is, monitoring of the planning and implementation process for each city. The monitoring of the implementation process is based on a questionnaire concerning: barriers that might occur and relevant risk management; interest 8

9 groups who might act as opponent to the measure, their specific interests and the way to identify them; relevant stakeholders (e.g. elected officials, media, special interest groups, opponents); planned engagements activities: objectives, key issues to be addressed and engagement strategy management; marketing strategies in order to convince potential users benefiting from the measures. The monitoring is also supported by focus group meetings organised at local level. The conclusions of the evaluation activity provided general remarks in order to carry out transferability analysis as one of the main result of the project. The table below sum uo the evaluation framework for Caravel project. Impact Evaluation Process Evaluation Transferability Analysis Activities 2008 ata collection and analysis MERS completion Stakeholder interviews Transferability analysis ata provision CBA Multi-criteria analysis for three Krakow measures Upscaling Activities 2008 Guard Checklist completion Transferability and Take-up Seminar Stakeholder interviews evelopment of take-up recommendations evelopment of Take-up Checklist Activities 2008 Focus Group Meetings (in respective CARAVEL cities) (Other) ata / information collection and analysis PES completion GUAR PE database completion (2nd & 3rd round) Stakeholder interviews Evaluation Report MERS (54) Take-up Guide Glossy Paper (Lighthouse Measures) CARAVEL Evaluation Products 3.2 Impact Evaluation: Methodology and Scenarios 9

10 To reach a good level of evaluation it is important to identify the relevant questions to which is intended to provide an answer thorough the evaluation activity. In trend with this idea, this section presents a series of questions per measure and the indicators associated with them. BURGOS Measure 5.2: Support for clean fuels and introduction of clean public and private fleets in Burgos (for details see MERS in annexe) ENVIRONM ENT What was the impact on the degree of emissions (air and noise) in the city? CO 2 emission NOx emission Small emissions particulate ENERGY In what degree has the measure increased the use of ecofuels in private and public transport? How has the measure impacted on the public knowledge about biofuels? Fuel Mix Vehicle fuel efficiency Awareness and acceptance of public to initiative In what degree has the number of vehicles using ecofuels introduced (PT) and counted (private) affected the strategy of clean transport? Number of vehicles introduced Evaluation of private vehicles Measure 6.2: Integrated Access Restriction Strategy in Burgos (for details see MERS in annexe 10

11 ENVIRONMEN T What was the impact on the pollution level in the area? CO levels NOx levels Particulate levels Has the measure been accepted by people directly affected by its goal? Awareness Acceptance In what degree has impacted on the type and number of vehicles moving in the selected area? Has the measure reduced the amount of motorised private vehicles? Average vehicle speed peak/off peak Car reduction in restriction area Pedestrian/cyclists counts in restricted area Traffic flows in surrounding roads Modal split change or people travelling to restricted area Measure 6.5: Parking Strategy and Management in Burgos Awareness Has the measure been accepted by people directly involved? Acceptance Car reduction in town In what degree has the measure impacted on the optimisation of the use of parking place in the city? egree of occupancy of public parking facilities Parking relocation to other areas/times Measure 8.2: Clean High mobility services in Burgos How has the measure and its main goal been perceived? Acceptance level Awareness level Perception or PT accessibility 11

12 In what degree has the measure improved the overall quality of the new services? Accuracy of PT timekeeping Quality of PT service Measure 8.5 Collective mobility service for target users in Burgos ECONOMY In what degree has the measure been financially sustainable? Operating Revenues or Revenues per pkm Has the measure been accepted? Has the introduction of collective mobility services reduce the number of private vehicles while commuting to work? Has the measure involved a good number of users? Awareness amongst businesses/employees Average occupancy Quality of PT service Average vehicle speed peak/off peak Increase the number of target users groups/passengers involved Measure 8.7: New mobility services for visitors in Burgos In what degree has the measure impacted on the visitor s number and perception of the transport system in the city? Acceptance level Awareness level Perception or PT accessibility Visitor numbers at attractions on route or included in measure and take from others In what degree has the measure improved the overall quality of the service? Quality of PT service Measure 9.1: Car Pooling in Burgos 12

13 In what degree has the measure successfully impacted on the modal split? Acceptance level Awareness level Change in mode of travel Has the measure impacted on the level of occupancy of private vehicles? Average occupancy Measure 9.6: City Bike scheme in Burgos ECONOMY Has the measure been sustainable from the financial point of view? Operating Revenues Operating Cost How has the measure impacted on the public knowledge about the use of bicycle as an alternative means of transport? Acceptance level Awareness level Has the quality of the City Bike Scheme Service been reputed attractive? Quality of PT service Number of cycles parked not included in scheme Measure 10.2: New Goods distribution scheme in Burgos ECONOMY Has the measure been sustainable from the financial point of view? Operating Revenues or Revenues per pkm Operating Cost or cost per pkm How has the measure impacted on the general perception regarding the new distribution scheme in the area? Acceptance/awareness amongst those in pedestrian area Acceptance/awareness amongst businesses What was the impact of the measure on the vehicles entering the area? Freight movements Average vehicle speed peak 13

14 Measure 11.2: Sustainable mobility marketing in Burgos How has the measure impacted on the general public s opinion about sustainable transport? Acceptance level Awareness level Level of influence of each marketing approach Measure 11.6: Mobility Forum in Burgos How has the measure impacted on the general public regarding sustainable transport in the city? Acceptance level Awareness level Measure 11.11: Access for mobility impaired people in Burgos Has the measure and its main goal been accepted? Perception or PT accessibility In what degree has the measure improved the quality of PT for impaired people? Quality of PT service Measure 11.12: Safe access for pedestrians in peripherical neighbourhoods in Burgos Has the measure introduced safer conditions for passengers? Perception of safety In what degree has the measure increase the use of pedestrian areas? How has the measure impacted on the access for pedestrians in peripherical neighbourhoods? Traffic flow (day/night) Number of traffic related injuries in target areas Number of soft users in improved areas 14

15 Measure 11.13: Increasing bicycle use in Burgos How has the measure and its main goal been perceived? Acceptance level Perception or PT accessibility Perception or PT security Perception of safety amongst cyclists In what degree has the measure increased the use of bicycle as a means of transport? Cycling as mode share of residents living near new cycle link Number of cycles parked in areas with new stands Measure 11.15: Safety and accident prevention plan in Burgos SOCIET Y How has the measure impacted on the safety perception? Perception of road safety differentiated by mode of travel TRANSPOR T How has the measure impacted in the safety in the city? Number of injures and deaths caused by accidents Measure 12.2: Info Mobility tools in Burgos How has the measure impacted on the travel behaviour? eptance level Influence of information types on travel behavior owntime/vandalism incidents In what degree has the measure improved the overall quality of the PT service? Quality of PT service Measure 12.4: Traffic visualisation system in Burgos 15

16 Have the measure and its main goal been perceived as useful? Acceptance/expert from operators statements Public use of new information sources TRANSPOR T How has innovative services improved the quality of PT and parking? Quality of PT innovative service Links to parking indicators GENOA Measure 5.1: Transition towards clean fleets in Genoa ENVIRONMENT What was the impact on the degree of emissions in the area? CO 2 emission NOx emission Small particulate emissions Clean fleet km ridden ENERGY In what degree has the measure increased the use of ecofuels in public transport? Measure 7.1: Integrated access control strategy and road charging scheme (access control scheme) ENVIRONMENT What was the impact on the degree of emissions in the area? CO 2 emission CO emissions NOx emission Particulate emissions In what degree has impacted on the type and number of vehicles moving in the selected area? Traffic flow entering the target area 16

17 (Blu Area) ENVIRONMENT What was the impact on the level of pollution in the area? CO levels NOx emission Has the measure been accepted by subjects directly affected? In what degree the measure has impacted on the optimisation of the use of parking place in the selected area? Parking turnover Measure 8.1: Clean High mobility corridors in Genoa ENVIRONMENT Has the measure impacted on the quality of the air in the area? CO levels (San Martino) Nox Levels (San Martino) Particulate levels In what degree has the measure impacted on the time travels and use of PT? Accuracy of PT time keeping Average bus speed peak/off peak Passenger load GMeasure 8.4A: emand- responsive transport services in Genoa ECONOMY In what degree has the measure been financially sustainable? Operating cost recovery Has the measure been perceived in a satisfactory way? reness level 17

18 In what degree has the measure impacted on the overall functioning of the public transport? Trend of passengers per month Quality of flexible services including modal shift / acceptance / security Number of operators involved Number of new flexible services developed and integrated in the Agency Expert statement (Guard) GENOA: 9.4 Car Sharing Service in Genoa ECONOMY In what degree has the measure been financially sustainable? Evaluation of the revenue from the service Evaluation of the cost from the service Evaluation of the cost of the measure and of the attainment of breakeven point ENERGY In what degree has the measure improved the vehicles fuel efficiency in the city? Has the measure been accepted? Vehicle fuel efficiency Awareness level Acceptance level of the service User s change in mobility behaviour Effectiveness of the service Users allocation for age brackets Users allocation for job Geographical distribution of users In what degree has the measure reached the main aim to make car sharing a diffused mobility service fully integrated within the city transport system? User number Number and kind of car km and hours % of use of fleet Pro-capite use Km driven by each car Vkm by vehicle type % of mobility satisfied by car sharing Number of parking place Number of rides Measure 10.1: Enlarged goods distribution scheme in Genoa 18

19 ENVIRONMENT What was the impact on the degree of emissions in the area? CO 2 emission NOx emission Has the measure been accepted by subjects directly affected? In what degree has impacted on the type and number of vehicles moving in the selected area? Total n of goods vehicles moving in the demo area Service effectiveness Modal split between one s own/ third party Vehicles load rate Measure11.1: Sustainable Mobility Marketing and Ecopoints in Genoa Has the PT customers and citizens reached a good level of satisfaction due to the measure? Measure11.5: Mobility Forum in Genoa Has the measure been appreciated and integrated with other policies dealing with sustainable mobility? Measure 11.8: Integrated mobility actions for the San Martino Hospital in Genoa ENVIRONMENT Has the measure impacted on the levels of pollution in the area? CO levels NOx levels Particulate levels 19

20 Has the measure been appreciated? Has the measure involved a relevant numbers of users? In what degree has impacted on the type and number of vehicles moving in the selected area? Registration in the car pooling system Number of car pooling groups Average modal split PAX-vehicles Quality of PT service Perception of PT accessibility Traffic flow Measure 11.10: Integrated mobility strategy for trade fairs in Genoa Has the measure been appreciated by the general public? In what degree has impacted on the type and number of vehicles moving in the selected area? Has the measure improved the quality of PT services in the city? Accuracy of PT timekeeping Average modal split PAX-vehicles Quality of PT service Perception of PT accessibility Traffic flow Parking occupancy rate Average bus speed Measure : Monitoring Centre for Road Safety and Accident Prevention in Genoa Has the measure been accepted by the general public and supported by subjects directly involved (Municipal Police)? Measure 11.17: ecision support tool for environmental impact assessment 20

21 How has been the quality of the performed simulation?? Correlation ratio Measure 12.1: Intermodal infomobility platform Has the measure involved a relevant number of users? Infomobility platform users Measure 12.5: Bus lane control system in Genoa Has the measure been appreciated by the users? KRAKOW Measure 5.3: Transition towards clean vehicle fleet in Krakow ECONOMY In what degree has the measure been financially sustainable? Operating costs ENERGY ENVIRONMENT In what degree has the measure improved the vehicles fuel efficiency in the city? Has the measure impacted on the quality of the environment in the city? Vehicle fuel efficiency Fuel Mix Reduction in CO2 CO levels NOx levels Particulate levels CO2 emissions CO emissions NOx emissions Small particulate emissions Noise level 21

22 Has the measure been accepted? TRANSPOR T In what degree has the measure impacted on the bus exploitation? Effective bus exploitation Measure 6.1: Integrated access control strategy in Krakow ENERGY In what degree has the measure improved the vehicles fuel efficiency in the city? Vehicle fuel efficiency ENVIRONMENT Has the measure improved the quality of the environment in the city? Has the new integrated access control strategy improved the traffic and parking strategy in the area? Average vehicle speed Extension of restricted area Reduction of car traffic in B- Zone Eliminated on-street parking PT vehicles speed Measure 6.4: Enforcements of access restrictions in Krakow ECONOMY Has the measure been financially sustainable? Operating cost Vehicle fuel efficiency In what degree has impacted on the overall functioning of the traffic? Average vehicle speed Reduction of through traffic Regularity Punctuality Measure 8.3: Clean High mobility corridor in Krakow 22

23 ECONOMY Has the measure been financially sustainable? Operating revenues Operating costs Has the introduction of a clean high mobility corridor improved the overall quality of the PT service? Perception of PT accessibility Quality of public transport services Transport safety Speeds lowering Growth in passenger volume Reducing of passenger services time at stop Measure 8.6: emand- responsive transport services in Krakow ECONOMY In what degree has the measure been financially sustainable? Operating revenues Operating costs ENERGY In what degree has the measure improved the vehicles fuel efficiency in the city? Vehicle fuel efficiency Has the measure been accepted by potential target? What was the level of use and the performance of the new RT service? PT time keeping Average occupancy Average trip time Measure 8.8: New leisure related mobility service in Krakow ECON OMY In what degree has the measure been financially sustainable? Operating costs Operating revenues Has the measure been appreciated? 23

24 In what degree has impacted on the type and number of vehicles moving in the selected area? PT accessibility Average occupancy Measure 8.10: Integrated ticketing and tariffs in Krakow Has the measure been accepted? In what degree has the measure impacted on the overall functioning of the PT system and traffic? Car traffic on road Rail passenger number MPK passenger number Rail ticket structure Measure 8.11: Security action plan for public transport in Krakow ECONOMY In what degree has the measure been financially sustainable? Operating costs ENERGY In what degree has the measure improved the vehicles fuel efficiency in the city? Vehicle fuel efficiency ENVIRONMEN T Has the measure impacted on the quality of the environment in the area? Noise perception Has the measure been accepted? In what degree has impacted on the type and number of vehicles moving in the selected area? Freight movements Rotation of goods vehicles Number of waste disposal vehicles Reduced goods vehicle movement Measure 9.2: Carpooling system in Krakow 24

25 ECONOMY In what degree has the measure been financially sustainable? Operating costs ENERGY Has the introduction of the measure lowered the fuel consumption in the city? Fuel consumption Has the measure been accepted as a feasible means of transport? Has the measure involved a relevant number of users? Has carpooling affected the modal split? eptance level Awareness level Perception of service accessibility Perception of security Number of persons interested in carpooling Average modal split Average occupancy Average number of passengers (in car pooling) Frequency of travelling in car pooling Number of persons using car Pooling in commuting Number of system users Number of parking places Average travel length Measure 9.5: Policy options for car sharing in Krakow Has the measure attracted the potential target users? eptance level Willingness to use the system Measure 10.3: New goods distribution scheme in Krakow ECONOMY In what degree has the measure been financially sustainable? Operating costs 25

26 ENERGY In what degree has the measure improved the vehicles fuel efficiency in the city? Vehicle fuel efficiency ENVIRONMEN T Has the measure impacted on the quality of the environment in the area? Noise perception Has the measure been generally accepted? In what degree has impacted on the type and number of vehicles moving in the selected area? Freight movements Rotation of goods vehicles Number of waste disposal vehicles Reduced goods vehicle movement Measure 11.3: Sustainable mobility Marketing in Krakow In what degree has the measure improved the awareness on sustainable transport? Acceptance level Awareness level Ecological awareness In what degree has the measure improved the sustainable transport demand? PT demand Quality measures Non-motorised traffic demand Measure 11.7: Mobility Forum in Krakow Has the measure improved the knowledge on sustainable mobility? Awareness level Acceptance level Has the measure involved a relevant number of participants? In what degree has the measure improved the traffic quality in the city? Average vehicle speed Yearly number of events Yearly number of participants Average number of participants Maybe this indicators located under the category transport shpuld be placed under society. 26

27 Measure 11.9: An integrated mobility plan for the Technical University of Krakow What was the level of interest of people studying or working in the Technical University on the new mobility plan? Level of interest in getting information about travelling Has the new mobility plan affected the usual ways of going to University affecting the modal split? In which way? Average modal split Increase in bike infrastructure near PK campuses Percentage of increase in bicycle trips Percentage of increase in PT trips Percentage of increase in trips by car as a passenger (when driver regulary or occasionally give a place in car) carpooling Percentage of employees and students who own an identifier which entitle to entry and park in the area of PK Improvement in accessibility form PK campus at Warszawska St. to railway track Improvement in accessibility from PK campus at Warszawska St. to Bus Station Increase of direct connections between PK campuses Evaluation of park places for bikes in the area of PK Measure 11.16: Monitoring centre for Road safety and accident prevention in Krakow Has the new monitoring centre proved to be an useful tool? Level of new road safety data usefulness on activities taken within the improvement of road safety Number of accidents Level of acceptance and use of new technologies Transport Safety Measure 12.3: Infomobility platform in Krakow Has the infomobility platform been accepted as a useful tool? Awareness level Acceptance level Number of Infomobility platform users KRAKOW 12.6: Public transport priority system in Krakow 27

28 ECON OMY In what degree has the measure been financially sustainable? How have the users perceived the new policies? Operating costs Perception of PT accessibility Perception of bus (tram) travel time In what degree has the measure impacted on the functioning of the overall PT network? PT passenger volume PT fleet reduction Vehicle fuel efficiency Accuracy of public transport time keeping Indicator of regularity of punctuality Quality of public transport services PT travel time Indicator of trip comfort Vehicle speed limit Average occupancy STUTTGART Measure 6.3: Policy Options for Access Restrictions ENVIRONMENT What was the impact on the pollution level in the area? CO levels NO2 levels Particulate matter levels (PM10) Particulate matter levels (PM10) Has the measure been accepted by people directly affected? Awareness level Acceptance level In what degree has impacted on the type and number of vehicles moving in the selected area? Has the measure reduced the amount of motorised private vehicles? Average vehicle speed peak/off peak Car reduction in restriction area Pedestrian/cyclists counts in restricted area Traffic flows in surrounding roads Modal split change or people travelling to restricted area Measure 8.12: Security Action Plan for Suburban Railway in Greater Stuttgart 28

29 Has the measure been appreciated? Has the measure improved the security perception? Perception of PT security Measure 9.3: Car Pooling system How has the measure impacted on the public knowledge about the use of car pooling as an alternative means of transport? Awareness level Acceptance level Has the service reduced the amount of motorized private vehicles? Service demand Modal split between private vehicles/pt Measure 11.4: Sustainable mobility marketing Has the measure improved the citizen s knowledge on sustainable mobility? TRANSPOR T In what degree has impacted on the use of transport? emand for services irect user feedback Average modal split PAX variation Vkm by vehicle type Average occupancy Measure 12.7: Event oriented traffic management in Stuttgart 29

30 Has the measure been appreciated? In what degree has impacted on the use of transport and improved the traffic management for big events? Travel speed Vehicles (=number of vehicles) Level of Service Increase in trip accuracy Number of infomobility platform users Increase in trip comfort 3.3 Process Evaluation Process evaluation is a method for implementation assessment carried out while the measure activities are forming or happening. It aims to overcome barriers and to utilise drivers of measure implementation both during the implementation phase itself and in comparable implementation contexts in the future (f.e. in transferred measures). In this sense, process evaluation results are an important input to the CARAVEL transferability exercises and analyses (see also chapter 3.4). Like all CIVITAS II cities, CARAVEL cities have the obligation of filling the GUAR process evaluation database for each of their implemented measures. GUAR is expected to produce process evaluation results on the programme level, i.e. across all CIVITAS II cities. In addition to providing input to the GUAR process evaluation database, CARAVEL cities have been committed to carry out their own process evaluation activities and develop city- and projectlevel process evaluation results. The CARAVEL process evaluation methodology strongly has been built on direct interaction and consultations with local stakeholders who are involved or otherwise affected by the implementation of a CARAVEL measure. Therefore, CARAVEL evaluators agreed that the repeated entries in the GUAR process evaluation database needed to be complemented by focus group meetings and other direct consultations with stakeholders in the four CARAVEL demonstration cities itself in order to provide meaningful process evaluation results. Focus Group Meetings There has been a high degree of flexibility in the scope and in carrying out focus group meetings in order to fit the specific requirements and needs identified in Burgos, Genoa, Kraków, and Stuttgart. However, basic rules were followed in all focus group meetings. It was seen as crucial for a successful focus group meeting that an independent and experienced moderator guided discussions among stakeholders. S/he would be supported by a rapporteur (note taker) in order to fully concentrate of the moderation and ensuring the active participation of all stakeholders present. Furthermore, a compromise had to be found concerning the amount of stakeholders who take part in the focus group meetings (optimally a small group of twelve people or less) and ensuring that all relevant stakeholder groups are represented (sometimes resulting in a group size exceeding twelve people). It was not be possible within the timeframe and financial cope of CARAVEL to offer focus group meetings and to carry out an in-depth process evaluation analysis for all measures of the project. Each city selected two measures (Stuttgart one of their five measures) for an in-depth process evaluation analysis and hence focus group meetings. Measures Selected for CARAVEL In-depth Process Evaluation Analysis Burgos M6.2: Integrated access restriction strategy 30