Joint Best Practice Report

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Joint Best Practice Report

Work Package 3

Collection of Best Practices

F a c u l t y o f C i v i l E n g i n e e r i n g U n i v e r s i t y o f M a r i b o r

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Document Title: Joint Best Practice Report Sub Title: Work Package 3 - Task Force 3

act 3.2 – Collection of Best Practices Document

History

Version Comments Date Done by

Version 1.0 TF2 best practice remarks 10/01/2012 Loretta Barbetti TF3 best practice remarks 24/01/2012 Peter Bánovec TF1 best practice remarks 24/01/2012 Giuseppe

Luppino TF3 best practice draft report 06/03/2012 Branko Jurič Version 2.0 TF2 best practice draft report 10/04/2012 Monica Giannini

TF2 benchmark visit report 16/04/2012 Monica Giannini TF1 benchmark visit report 17/05/2012 Giuseppe

Luppino Version 3.0 TF3 benchmark visit report 12/06/2012 Marko Čelan

Joint best practice draft report 16/06/2012 Aleš Boškoski TF2 best practice final report 19/07/2012 Monica Giannini TF1 best practice final report 10/08/2012 Giuseppe

Luppino Version 4.0 TF3 best practice final report 04/09/2012 Mitja Klemenčič

Branko Jurič Version 5.0 Comprehensive report with

remarks

24/10/2012 Branko Jurič Version 6.0 Comparative analysis 18/11/2012 Mitja Klemenčič

Version 7.0 Final 22/2/2013 Marko Čelan,

Marjan Lep, Vlasta Rodošek Beno Mesarec

Number of pages: 171

Number of annexes: 04

Prepared by: University of Maribor, Faculty of Civil Engineering

Contribution: Modena Mobility and Local Public Transport Agency S.p.a. (aMo),

Institute for Transport and Logistics Foundation,

Gestione del Transporto, Marche Regional Government,

Pluservice srl, Senigallia, Italy Municipality of Košice, Slovakia University of Maribor, Faculty of Civil Engineering,

Principal Author(s): Mitja Klemenčič Branko Jurič

Contributing Author(s): Fabio Stampini Giuseppe Luppino Loreta Barbetti Beno Mesarec Monica Giannini Peter Bánovec Marko Čelan, Marjan Lep, Vlasta Rodošek

Peer Rewiew Partner Date

Version 5.0 Miskolc Holding 17/12/2012

Approval for delivery ATTAC Coordinator Date

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3 Project partners

Partner role Official name in English Abbreviation Country

LP Miskolc Holding Plc. Miskolc Hungary

ERDF PP1 Institute for Transport and

Logistics foundation

ITL Bologna Italy

ERDF PP2 Marche Regional Government Marche Italy

ERDF PP3 Oradea Local Transport Company

Ltd. by shares

OTLRA Romania

ERDF PP4 Municipality of Burgas Burgas Bulgaria

ERDF PP5 Municipality of Kosice Kosice Slovakia

ERDF PP6 University of Maribor UMaribor Slovenia

ERDF PP7 Thessaloniki Public Transport

Authority

THEPTA Greece

ERDF PP8 Central European Initiative -

Executive Secretariat

CEI Italy

EU ASP1 Municipality of Maribor Maribor Slovenia

EU ASP2 The Romanian Union of Public

Transport

URPT Romania

EU ASP3 Public Transport Company Košice PTCKosice Slovakia

EU ASP4 Modena Mobility and Public

Transport Agency S.p.a.

aMo Italy

LP ERDF PP EU ASP

Lead Partner ERDF Project Partner

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6.2.3. Transferability and sustainability aspect ... 117

6.3. Improving passenger information 118 6.3.1. General information ... 118

6.3.2. Organisational aspect ... 126

6.3.3. Financial and technological feasibility ... 129

6.3.4. Transferability and sustainability aspect ... 131

7. Benchmark Study Visits 133 7.1. TF1 Benchmark study visit 133 7.1.1. City of Bologna ... 133

7.1.2. City of Florence ... 133

7.1.3. City of Modena ... 134

7.1.4. Evaluation of the site visits ... 135

7.2. TF2 Benchmark study visit 135 7.2.1. City of Vicenze ... 135

7.2.2. City of Verona ... 136

7.2.3. City of Saluzzo ... 137

7.3. TF3 Benchmark study visit 138 7.3.1. City of Enschede ... 138

7.3.2. City of Almelo ... 139

8. Conclusions and Summary of Findings 141 Organisational aspect ... 142

Financial and technological feasibility ... 142

Transferability and sustainability aspect ... 143

9. Resources and Links 144

10. Annex 147

10.1. List of figures 147

10.2. List of tables 148

10.3. List of graphs 149

Appendix A – Best Practice Questionnaire 150

Appendix B – Identified Strategies and tools 155

Appendix C – Identified Best practices – city measures 163

Glossary 168

L

IST OF

A

BBREVIATIONS

ASP Application Service Provider

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P ART: List of A bbre viations

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AVL Automatic Vehicle Location

AVM Automatic Vehicle Monitoring BHLS Buses with a High Level of Service

BIBO Be-In/Be-Out

BP Best Practice

BRT Bus Rapid Transit

CBD Central Business District

CEI Central European Initiative

CICO Check-In/Check-Out

DPI Dynamic Passenger Information

DRT Demand Responsive Transport

DTTV Digital Terrestrial Television

EC European Commission

EEV Enhanced Environmentally Friendly Vehicle ERDF European Regional Development Fund ERP Enterprise Resource Planning

ETA Estimated Time of Arrival

EU European Union

FTS Flexible Transport Solution

GIS Geographic Information System

GPRS General Packet Radio Service GPS Global Positioning System

GSM Global System for Mobile Communications HQPT High Quality Public Transport

ICT Information and Communication Technology IMC Integrated Mobility Centre

ITS Intelligent Transportation System LCD Liquid Crystal Display

LED Light-Emitting Diode

LPTS Local Public Transport Service MEMS Micro-ElectroMechanical Systems

MM Mobility Management

MT Mobility Toolbox

MTIS Mobile Travel Information Services

NFC Near Field Communication

OBU On-Board Unit

ODBC Open Database Connectivity

PI Passenger Information

PP Project Partner

P&R Park & Ride

PT Public Transport

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PTO Public Transport Operator

PTS Public Transport Service

RFID Radio Frequency Identification RTI / RTPI Real Time Passenger Information

SEE South Eastern Europe

SMS Short Message Service

SSI Small Scale Investment

SUTP Sustainable Urban Transport Plan SUMP Sustainable Urban Mobility Plan

TDC Travel Dispatch Centre

TF Task Force

TPL Third-Party Logistics provider

UMTS Universal Mobile Telecommunications System WAP Wireless Application Protocol

WG Work Group

WIFI Wireless Fidelity

WIWO Walk-In/Walk-Out

WP Work Package

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INTRODUCTION

1.1. About ATTAC project

Most transport starts & ends in urban areas, thus they should provide efficient interconnections for transportation networks. ATTAC cities/regions (important nodes of the EU transp. network) are facing increasing mobility needs, intensified suburbanisation, escalating traffic flows and congestion. This led to poor accessibility of these regions & externalities that negatively affect the environment. A major reason of congestion in ATTAC areas is the ever growing use of private cars. The reduction of car use and the shift to sustainable transp. modes would be crucial, but public transport(PT) is often perceived by customers as uncomfortable and rigid. That is the reason why the ATTAC consortium (local/regional PT authorities, service providers, policy makers & networks working in the field of urban mobility: 9 ERDF PPs + 8 ASPs) set the specific objective to introduce attractive & sustainable PT solutions/services in their regions which will significantly contribute to raising the use of PT. PPs will work in 3 interlinked thematic fields to generate concrete results & prepare investments: Task Forces investigate innovative tools in the field of

1) Flexible PT solutions,

2) integrated ticketing/smart card systems, 3) Intelligent passenger information.

The jointly defined solutions in all themes will be tested as pilots/pilot studies to examine the applicability of ideas in various local environments, whereby giving credence to transnational efforts made to solve local challenges. The results of testing and other project outputs feed the Urban Mobility Toolbox (MT), core output of ATTAC: a collection of good strategies/tools for making SEE cities/regions effective nodes of transnational accessibility. The implementation of MT measures in ATTAC locations (via Sust.Urb.Transp.Plans) will mitigate congestion and enable the free flow of traffic in SEE transport nodes, contributing to the general objective of ATTAC: reducing bottlenecks in EU transport corridors.

Task Forces represent key research object of ATTAC. Thematic coverage of Flexible PT solutions, Integrated ticketing and smart card systems and passenger information are presented below:

Flexible public transport solutions In cities and regions with high population density and congested existing road network the development of the ʺ heavyʺ public transport systems (e.g. tram and metro network) is often

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restricted with limited use of space and so prohibits any new infrastructure investments. In parallel with standard public transport modes (e.g. bus, trolleybus, taxi, cycling) new flexible public transport solutions emerge to successfully deal with this problems and to fulfil or to satisfy everyone’s right to transport and their needs. A good representative and example of such service is a so-called Demand Responsive Transport system (DRT). Systems that can be adapted to suit all situations and all categories of PT users (e.g. teenagers, students and school pupils, elderly and working people, pensioners and people with reduced mobility).

Integrated ticketing and smart card systems

For PT users that often have to change their transport mode when making journeys the integrated ticketing service is a great way to increase the efficiency of PT services and to encourage people to use public transport by making the switch between modes more easily, more comfortable and more PT user friendly. It can also be used as payment for other services (e.g. Bike Shearing, Car Sharing, Park and Ride system). Electronic smart cards, as replacement to old magnetic stripe cards, are often used in major cities and metropolitan areas where PT user that owns such smart card can make unlimited number of journeys with various transport means during specific time period with a single valid ticket. Next step in developing modern and safe transportation service is implementation of national integrated ticketing system which combines not only different transport types but also different public transportation operators.

Intelligent Passenger information The old printed hard copy, static and predefined public transport timetables are being replaced with new electronic dynamic passenger information systems (DPI). Such system can provide

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information of arrival and departure times of different transport modes in real time. System is a combination of automatic vehicle location system (AVL) and a real-time passenger information system (RTPI). Timetables and estimated times of arrival are now presented and available to PT users digitally. Information can be displayed on LCD monitors or LED panels on stations and can also be accessible over Internet, smart phones and mobile short message services. With integration of RTPI the decrease of total waiting time of PT users can be noticed. Therefore the number of private car trips in urban centres and cities can decrease.

1.2. Scope and purpose of Joint Best Practice report

This Joint Best Practice report is a collection of good strategies and tools for making SEE cities and consecutively surrounding regions an effective transport node of transnational accessibility and to reduce the use of private cars with the shift to sustainable transportation modes and raise the use of public transportation in these cities. With collection of 18 best practices divided into three task forces, each covering their own field of public transportation mode and service.

Main goal of this joint research is to investigate and test the feasibility and transferability of urban public transport tools and measures in these three thematic themes. The aim of the best practice collection with conclusions and comparative analysis of task force results is to feed the SEE Mobility Toolbox (MT) and pilot definition.

According to ATTAC horizontal aspects (organization, technology, feasibility, transferability and sustainability) and three thematic fields, main questions to answer during this report are: Organizational aspect

- What are the main procedures for stakeholders’ agreement/engagement in assuring improved public transport service?

- What are the key performance indicators for monitoring, evaluating and assessment of PT service?

- How to successfully organise marketing and management issues?

- How and what to change in legislation? (if needed)

- How to consider user needs and requirements?

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Financial and technological feasibility

- What are the latest technological solutions for PT services?

- How to identify appropriate technologies (e.g. GPS, GSM) and outputs (e.g. door to door service, price and departure information over internet, on board or real time)

- What are the system requirements for implementing new information technology?

- How to assure financing?

- Which are the main indicators to set the tendering criteria, cost scenarios?

- What are the life cycle costs and what are the (social) benefits of improved PT service?

- How to assure integration with other systems (traffic light priority, traffic management, intermodality)?

Transferability and sustainability aspect

- How to assure strong political support?

- Which documents are needed to successfully maintain improved PT service?

- What to plan on long time and what on short time?

- How to consider already implemented measures in other cities?

1.3. Methodology

Methodology for BP report starts with best practice identification and selection process. We were looking for best practices with thematic compatibility:

Tools – outcomes of projects which represents a link between SUTP (Sustainable urban Transport (mobility) plan) and Task force related theme.

Cities, where measures for TF related theme are »working« and have long term (Sustainable) financing.

Case studies, where innovative solutions related to Task force topic were presented Identified were 62 appropriate best practices, where subsequently 6 BP’s per Task Force were selected, according to the needs of pilot definition and city size. Prepared and reviewed questionnaire (Appendix A) served for detailed description of individual tool or city measure. According to the defined area of investigation and adequate answers from BP questionnaires Best practice Task Force level report was prepared. With comparative analyses between successfully implemented public transport and SUTP tools and measures, a joint best practice refers to each ATTAC theme and serves as a baseline for pilot definition and SE Mobility toolbox.

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Figure 1: Methodology for Joint Best Practice report

Diverse levels of PT development in SEE and EU, lead to the need of description of best practice (BP) from Situation zero in BP cities and tools. Therefore description of historical development of BP measures/tools was important, for easier interpretation of needs and requirements of successful implementation.

Selected SUTP and PT measures and strategies as best practices are to be used for inputs for pilot definition and mobility toolbox. Therefore the structure of Best practice questionnaire was divided in two parts:

Part 1 - General description of BP (input for Mobility toolbox)

This part describes developed tools, strategies, documents, financial instruments, etc., that are relevant to TF related topic (e.g. PROCEED, FLIPPER)

Part 2 - Measure description (TF pilot input)

This part describes individual measures that were successfully implemented. (e.g. CIVITAS – Miracles - multioperator RTI in Barcelona)

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Answers on questions in Part 1 refer to developed tools/strategies/policies and their applicability. The questions tackle different fields – Inputs of tools, policies, recommendations for Mobility Toolbox and Task force related issues:

Content, Objectives

Theory, Science disciplines, Relation to MM Outcomes, results, Toolkit

Methodology

Benefits/Beneficiaries Key actors

Chosen themes Transferability

The answers to questions in Part 2 refer to developed measures in cities and their applicability for pilot definition. The topics are structured according to horizontal aspects:

Organizational aspect Legislation

Market analysis, User accessibility Evaluation, monitoring

Finance and technological feasibility

Tendering criteria, Budget, financing Integration with other systems Technologies

Beneficiaries

Transferability and sustainability

Strategy/documents consideration Long and short term planning

1.4. Structure of the Joint Best Practice report

Content of Joint BP Report includes 8 mutually connected chapters. In the first chapter –

Introduction, summary of the ATTAC project, purpose and goal of the report, the methodology for BP report and structure of the report are presented.

Subsequently report in Chapter 2 Review of relevant tools, strategies and city measures

provides an overview of identified best practise tools and city measures relevant to ATTAC theme. BP’s are structured according to task force topics.

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Additionally 18 selected BP’s are presented in three chapters, each covering individual task force theme: Chapter 3 Flexible transport solutions, Chapter 4 E – ticketing and smart card and Chapter 5 Improving passenger information. Each task force chapter represents the state of the art of the related topic and findings from fulfilled questionnaires. Reports on tools and strategies (e.g. FLIPPER, PROCEED, LINK) present the information on how the guidelines where derived, how to use them and what are the recommendation on related topic according to horizontal aspects, while reports on city measures include basic information on city’s public transport and description of organizational, financial, technological, sustainability and transferability aspects.

In Chapter 6 Comparative analysis city measures are mutually compared according to city and PT statistics. Comparative analysis is focused on finding similarities and differences of observed objects and makes them cohere into meaningful arguments. As most of compared objects between task forces are unrelated, the comparative analysis is provided isolated for each topic.

Report of Benchmark study visit is presented in Chapter 7. In introduction the selection process of study visit is presented. Selected cities for study visit are presented through thematic activities related to task forces.

Conclusions in Chapter 8 represent key findings of the joint best practise report. Summarised answers to the questions set in introduction, represent recommendations for the pilot definition, while research gaps and further fields of investigation support the needs for mobility toolbox.

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2. REVIEW OF RELEVANT TOOLS, STRATEGIES AND CITY MEASURES

Identified best practices for Attractive Urban Public Transport for Accessible Cities represent wide thematic selection of tools, strategies and city measures that directly or indirectly cover 3 thematic areas in ATTAC.

In general, they can be divided in top down and bottom up approaches, where top down approaches represents structured recommendations and tools derived from several EU projects, while bottom up approaches represent successfully implemented measures in cities or case studies.

Both approaches are analysed according to ATTAC horizontal aspects (organization, technology, feasibility, transferability and sustainability) and their application level (local, regional, national or supranational).

2.1. Tools and strategies

Best Practice Tools and strategies are identified in ATTAC as outcomes of projects, which represents a link between SUTP (Sustainable urban Transport (mobility) plan) and Task force related theme.

Outcomes of the projects represent mostly decision support tools for improving public transport, accessibility or soft mobility.

Identified tools and strategies were selected from the viewpoint of improving passenger information, flexible transport solutions or e – ticketing. Analysis revealed that, isolated strategies on task force themes were common in the late 90’s and in the beginning of new millennium, while latest recommendations reveal the need for implementation of broader spectrum of push and pull measures, according to harmonized strategies and visions of different sectors. Strategies focused on end user needs and requirements are reported to be successful.

Latest EU-funded projects and studies, which scope best with recommendations and procedures for accessible cities with attractive urban public transport, are structured according to horizontal aspects:

- Organisational aspect covers strategies and tools on procedures for improving PT

- Financial and technological feasibility retrieves latest interoperable technological solutions and requirements for PT upgrade

- Transferability and sustainability aspect represent concepts, tools and guidelines for political support and transferable MM measures.

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Full list and description of identified BP projects is presented in Appendix B.

2.1.1. Organisational aspect

Organisational aspect covers strategies and tools on procedures for improving PT. Current strategies and tools are structures according to research subthemes:

a) Procedures for stakeholders agreement/engagement in assuring improved public transport service are presented as principles and strategies for high quality public transport:

• PROCEED - PRinciples Of sucCEssful high quality public transport opEration and Development for small and medium sized cities

• HITRANS - Development of Principles and Strategies for Introducing High Quality Public Transport in Medium Size Cities and Urban Regions and

• SPUTNIC – Strategies for Public Transport in Cites

b) User needs and requirements are considered within:

• ACCESS2ALL - Mobility schemes ensuring accessibility of public transport for all users

• AUNT-SUE - Accessibility and User Needs in Transport for Sustainable Urban Environments

c) Proposals for legislation upgrade:

• LINK - The European Forum for Intermodal Passenger travel

• INTERCONNECT - Interconnection between short and long distance transport networks

d) Key performance indicators for monitoring, evaluating and assessment of performance of accessible cities within attractive urban public transportation:

• CONDUITS - COordination of Network Descriptors for Urban Intelligent Transportation Systems

• MEDIATE - Methodology for Describing the Accessibility of Transport in Europe

• FLIPPER - Flexible transport services and ICT platform for Eco-Mobility in urban and rural European areas

e) Organisation of marketing and management issues:

• MAX - Successful travel awareness campaigns and Mobility Management strategies

• AD PERSONAM - A Direct Marketing Programme for Public Transport Strategies for Public Transport in Cities

• STADIUM - Smart Transport Applications Designed for large events with Impacts on Urban Mobility

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• SUNRISE - Flexible Mobility Services to Increase Sustainable Mobility and Social

Cohesion in the European Regions

• TOOLBOX/SAVE II - for Mobility Management Measures in Companies

• TWIST - Transport WIth a Social Target

• DELTA - Concerted coordination for the promotion of efficient multimodal interfaces

2.1.2. Financial and technological feasibility

Financial and technological feasibility retrieves latest interoperable technological solutions and requirements for PT upgrade:

f) Latest technological solutions for PT services:

START - Seamless Travel across the Atlantic area Regions using Sustainable Transport

EUROPTIMA - European Open Platform for Smart Card Ticketing, Payment and Multiservice in Interoperable Mass Transit Application

VIAJEO - International Demonstrations of Platform for Transport Planning and Travel Information

WISETRIP - Wide Scale Network of E-systems for Multimodal Journey Planning and Delivery of Trip Intelligent Personalised Data

DELFI - Durchgāngige Elektronische FahrplanInformation

KITE – E-Knowledge base for Intermodal passenger travel in Europe

BUSTRIP – Baltic Urban Sustainable Transport Implementation and Planning (PT Benefits)

g) Financial feasibility:

• IFM PROJECT - Interoperable Fare Management Project

h) Integration with other systems (traffic light priority, traffic management, intermodality) and is reachable with strategies:

• CHAMPIONS - Improvement of CE regions’ accessibility through air transport interconnectivity

• ROCK – Regions Of Connected Knowledge

2.1.3. Transferability and sustainability aspect

Transferability and sustainability aspect represent concepts, tools and guidelines for political support and transferable Mobility Management measures. Relevant strategies:

i) Recommendation for strong political support: • APTIE - Accessible Public Transport in Europe

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• TRANSURBAN - Transit Systems Development for Urban Regeneration

j) Long term and short term planning:

• MASCARA - Demand Responsive Transport service for increasing Social Cohesion in Urban / Rural Areas

• SEE MMS - South East European Mobility Management Scheme

• NICHES + - New and Innovative Concepts for helping European Transport Sustainability

k) Best practice measures, financial mechanisms and mobility guidelines: • ELTIS - European Local Transport Information Service - Portal

• ELTIS plus - Sustainable Urban Mobility Plans - Portal

• MMOVE - Mobility Management Over Europe

• PILOT - Planning Integrated LOcal Transport

• CIVITAS - ELAN, MIRACLES, SMILE, MIMOSA - co-founded initiative with database for sustainable MM measures

• EPOMM - European Platform on Mobility Management

• PIMMS, PIMMS Transfer - Transferability and Mobility Management measures

• ASTUTE - Database on Measures improving walking and cycling to reduce emissions

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2.2. Best practice case cities

With growing number of private trips in urban areas which lead to great negative impact on environment and ever growing external costs in urban transport, both resulting bad and ineffective interconnections for transportation networks. Cities and regions that serve as important nodes of European transportation network are also dealing with low and poor accessibility and decreasing interest in using urban public transportation modes as an alternative to more comfortable private car trips. Therefore cities and regions covered in this report had been chosen as an example of how to attack and face with problems like increasing comfortable personal mobility needs, escalating congestions and intensified suburbanisation. As public transport is often perceived from users point of view as very unsafe, uncomfortable, imprecise and rigid, the core output of ATTAC is a collection of good tools and strategies for reduction of car use and shift to sustainable public transportation modes. To achieve this objective three Task Forces were formed, each covering their own thematic filed.

To encourage people to walk, cycle and use public transport in order to reduce motor traffic and its adverse effects, several cities implemented mobility management measures.

Best practice city measures represent measures with secured long term financing in cities with similar properties as project partner cities. Additionally innovative case studies, which solutions are related to Task force topic were added to the list. In general 30 cities were proposed as best practices (Appendix C). Map presents identified and selected BP city measures (29 in Europe and 1 in USA) according to the task force.

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Figure 3: Cities and Countries of Best Practices

BP’s per Task Force

To effectively deal with increasing use of cars and congestions in urban centres and cities each Task Force prepared a collection of city MM measures that were implemented in other EU regions and have encountered a positive feedback from public transport users.

Task Force I Flexible public transport solutions

Bridging the mobility gaps by promoting flexible and new transport solutions is an objective that the Agency for Mobility and Local Public Transport in Modena (aMo) as coordinating partner of TF1 with long going experience in mobility management and logistics will tackle. Bridging the mobility gaps

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by promoting flexible transport solutions is covered with detailed

review of

- Alternative organisation of FTS (integration with taxi service – Achterhoek, mixture of DRT and fix PT – Genoa, support to fix PT – Modena, replacement fix with DRT – Fano, activity base DRT for healthcare and disabled – Bologna and Brno)

- Technological and financial upgrade (dynamic route planning based on customer requested – Florence, DRT for minimal costs – Purbach, integration PT, bike and car sharing – Bremen)

- Transferability and sustainability (Genoa transferability – Krakow, feasibility study on DRT – Livorno)

Task Force II Integrated ticketing and smart card systems

As TF2 leader and coordinator, Marche will share its experiences with other project partners on promoting innovative integrated ticketing and smart card systems, and the results of its ongoing project in this theme. Thematic field covers the promotion of innovative and integrated ticketing system and the use of smart card service in urban public transport based on experiences in different EU cities and regions:

- Technical and financial upgrade (online smart card – Verona, integration of e- and magnetic ticketing process - Vicenza, e-ticketing for bike, bus, taxi and ferry- La Rochelle, e ticketing for PT, parking and bike sharing - Cuneo, e-ticketing for P&R and PT.

- Methodological steps for implementing integrated e-ticketing – Timisoara

Task Force III Passenger information systems

Improving the way of providing public transport information to the PT users is coordinated by Faculty of Civil Engineering in Maribor where main knowledge is based on capitalisation of successful implementation of real-time passenger information system in other EU cities and regions. Procedure of improving passenger information service are presented in:

- Management and marketing upgrade (rising the image of PT – Malmö, RTPI and accuracy control – Ljubljana, RTPI and occupation level – Donostia – San Sebastian, integrated mobility centre - Brno)

- Technical and financial upgrade (RTPI with traffic priority – Almelo, RTPI for multi-operators – Barcelona,

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P&R and RTPI – Cornwall, full scale RTPI international

tendering - Toledo, RTPI and customer willingness to pay – Thessaloniki)

- Transferability and sustainability (ITS for PI part of BHSL – Jönköping, Guidelines on mobile RTPI – Trondheim, Cross border door to door planner – Graz – Maribor)

Detailed descriptions of all identified best practice city measures is presented in Appendix C. According to the pilot identification and comparability with city size, ATTAC consortium has chosen the following cities for best practices:

Table 1: Identified Projects/Case cities

Contributing projects / study TF related Content / Case cities

Description and additional information

CIVITAS

TF 1

VIVALDI – Bremen (GER)

New concept of mobil.punkt stations in the city serving as interchanges between car sharing, public transport and cycling.

TF3

MIRACLES – Barcelona (SPA)

Development and Installation of Multi-Operator Automatic Vehicle Monitoring and Real-Time Passenger Information System

TF2

SUCCESS – La Rochelle (FRA)

Launching new single smart card service for multimodal public transport use with online rechargeable ticketing system. TF1 TF3 E_L A N – Brno (CZR)

TF1 - Five special minibuses were delivered to improve bus service for disabled on special lines and on common lines in non pick hour.

TF3 - New Integrated Mobility Centre (IMC) for providing info about cycling, parking, public transport, new car sharing system and ticket vending machines. TF3

– Ljubljana (SLO)

New Real Time Passenger Information System integrated with the existing public transport management system of the PT operator. NICHES+ TF3 Trondheim (NOR)

Implementation of Mobile Travel Information Services for the Public (MTIS)

DRIN BUS

TF1

Genoa (ITA) Flexible bus service (DRT) for connecting low-density areas.

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ProntoBUS TF1

Modena (ITA) Flexible service connecting growth residential localities to centre.

Personal Bus

TF1 Florence (ITA) Flexible bus service (DRT) for connecting low-density _areas. MOVER

TF2 Verona (ITA) Introduction of electronic smart card ticketing service. FTV tick.

TF2

Vicenza (ITA) Integration of electronic and magnetic ticketing processes, info-mobility and service certification.

BIP

TF2

Cuneo (ITA) Improving accessibility and quality with construction of electronic fare collection system.

SIEIC

TF2

Timișoara (ROU)

New ticketing system based on contact less cards and the centralized management system of the vehicles.

SABIMOS

TF3

Almelo / Enschede (NED)

AVL tracking system with traffic intersection priority system and providing Real Information and Time Passenger Information.

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P ART: F lexible T ra nsport S olut ions

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3. FLEXIBLE TRANSPORT SOLUTIONS

Public transport is a key component in the SEE small-medium size cities not only for the downtown but also and especially for the surrounding areas such as countryside, industrial areas and in general all the low density populated areas which are suffering a lack of transport services. The reason of the lack is simple: a traditional Public Transport Service (PTS) is not sustainable from the economic point of view in these areas as the demand is too low. The result is that car will remain the most widely used mode of transport, producing pollution and traffic congestion in peak hours.

3.1. Background information

Public Transport needs to be flexible, but what does it mean? A flexible transport Service (FTS) is something between the traditional service and a door-to-door service, without overlapping to the first one, in particular:

• Replace normal PTS in areas or hours with low demand;

• Integrate traditional public transport services in smaller towns with low population density, dispersal population (mountain areas, rural locations) or areas not served by fractional LPT services;

• Offer higher quality service, closer to the need of users, thanks to the customization, the duration and the comfort of the trip that must not be greater than 30 minutes and it is performed with small and ecological buses, equipped with devices for transporting disabled people.

This solution exists in several contexts also in big cities in order to satisfy the request of users in particular zones or hours. The role of Task Force 1 is to analyze the best practices in Flexible Transport Services in order to transfer some of these solutions to the local context. Flexible transport system can be of several typologies:

a) Scenario 1: fixed itineraries and flexible time tables, b) Scenario 2: fixed itineraries with deviation on demand, c) Scenario 3: flexible itineraries with predefined bus stops, or

d) Scenario 4: flexible itineraries and flexible stops (door-to-door service, very similar to a taxi).

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The typologies are showed in Fig. 4 below.

Figure 4: FTS models of services

In the following chapters some typologies of flexible transport systems are described. The description is based on the questionnaires that each partner member of the task force 1 was in charge.

FTS can and must be an important component in an integrated Public Transport system in urban and peri-urban areas of the European Union. Significant benefits exist by FTS introduction, either as feeder services to mass rapid transit, or as replacement services for underused bus routes, with eco – vehicles. In integrated PT is the role of FTS:

* as local and service feeder to main PT modes (Metro/Tram, BRT, Conventional Bus, Train, etc)

* Replacing low-frequency conventional services FTS role in Integrated Public Transport System

* Replacing fixed routes in evenings and/or weekends

* Dedicated/special services, restricted to specific users groups (disadvantaged, mobility impaired, disabled, youth)

* Services in low-density peripheral and/or suburban areas * Niche urban mobility markets (e.g. tourism, airport)

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3.2. FLIPPER Objectives

FLIPPER stands for Flexible Transport Services and ICT platform for Eco- Mobility in urban and rural European areas. It was an INTERREG IVC Project from September 2008 – November 2011, where main objectives were:

* Investigation, exchange of experience and transfer of good practices of FTS in relation to mobility in cities, rural areas and small towns among different EU areas and Authorities * Capitalisation on real results, experiences and good practice gained DRT service Feasibility and Pilots in 11 European different sites

How guidelines were derived (methodology)?

One of the outputs was also elaboration of Guidelines for an effective European policy for collective transport services for cities and rural areas. They were derived upon experience learned:

12 Feasibility Studies: Bologna-IT, Budrio-IT, Livorno-IT, Scandicci-IT, Defereggental-AT, Purbach-AT, Kastoria-EL, Langadas-EL, Volos-EL, Formentera-ES, Almada-PT, South Tipperary-IE;

6 Pilot Experiences: Bologna-IT, Purbach-AT, Kastoria-EL, Volos-EL, Formentera-ES, South Tipperary-IE;

5 Study Visits: planning and assessment, operations and monitoring, transport of people with impaired mobility, multiservice agency.

During the project life, Flipper partners identified 27 good practices, 17 of which were already successfully transferred.

How to use FLIPPER toolbox?

The FLIPPER project identify the good practices in the implementation of Flexible Transport Services and systems and facilitate their dissemination amongst governmental bodies, research organisations, transport operators and private companies.

The designed knowledge transfer mechanisms consists of a knowledge base on FTS for the un-experienced partners and secondly at transferring this knowledge to many other entities/regions throughout EU, thus assuring the so-called “local ownership”.

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Furthermore, this structure allows the replication and prolongation of some relevant features, such as:

1. a careful alignment of the knowledge transfer with the needs of the involved FLIPPER

EU Areas;

2. training courses and study visits to transfer the capability from skilled partners to the other FLIPPER entities;

3. organisation of workshops to disseminate the knowledge which can be replicated beyond the FLIPPER project life mainly through the use of the Virtual Library on FTS;

4. establishing a network among universities, operators and local Authorities to migrate the knowledge towards the other EU areas, which can in turn provide local training courses and knowledge transfer;

5. development of feasibility studies and demonstration projects which will allow the

authorities and operators to put the knowledge into practice and develop their own FT services;

6. production of the scheduled promotion materials to raise awareness of the undertaken actions;

7. production of policy guidelines at regional and EU levels of which the validity will

last far beyond the end of the project;

8. FLIPPER website and the Virtual Library which will not only provide project and event information but also a wide array of online knowledge and other resources for assisting the practitioners/Authorities in FTS implementation decision making.

What are recommendations for improving flexible transport solutions? Organisational aspect

The 12 feasibility sites have different characteristics and needs, thus allowing the investigation of the impacts of the proposed flexible transport solutions across a range of operational environments:

- analysis of existing mobility demand and PT services currently offered at each site;

- assessment of citizens needs + operational, financial and organisational constraints;

- the definition of the most suitable mobility service schemes for improving and extending accessibility and reducing the environmental impacts

Drawing on the outputs from the feasibility studies, 6 sites have been fully integrated into pilot applications. The implementation of the pilots include:

- design and implementation of ICT solutions supporting operation and coordination of FTS

- implementation of the supporting organisational measures required to achieve the planned FTS

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- data collection and evaluation of the FTS impacts

- identification and transfer of good practice

FTS can and must be an important component of integrated Public Transport system in urban and periurban areas of the European Union. Significant benefits exist by FTS introduction, either as feeder services to mass rapid transit, or as replacement services for underused bus routes, with eco – vehicles. In integrated PT is the role of FTS:

- as local and service feeder to main PT modes (Metro/Tram, BRT, Conventional Bus, Train, etc)

- replacing low-frequency conventional services FTS role in Integrated Public Transport System

- replacing fixed routes in evenings and/or weekends

- dedicated/special services, restricted to specific users groups (disadvantaged, mobility impaired, disabled, youth)

- services in low-density peripheral and/or suburban areas

- niche urban mobility markets (eg. tourism, airport)

Financial and technology aspect

FTS have a role in filling gaps in both rural and urban areas. They also replace some conventional services, where they provide a more cost effective solution (* e.g., in Manchester replacing conventional services with DRT has resulted in savings of 64%). Additionally there remains a need in urban areas for FTS services to provide for impaired or those who can’t use conventional bus network. Flipper project revealed that FTS services represent:

a) High care needs services (70%) – which are relationships between patient transport, social services transport and other high care needs.

b) Premium services - This includes conventional taxis, and premium taxi-bus style services, funded by users through premium cost fares.

c) Best value public transport - This includes supported services funded through user fares and transport funding, and providing alternatives to conventional bus routes for different users and / or locations ( e.g. dial-a-ride services).

d) High value to agency services - This includes services purchased largely to meet some specific non transport aims.

Integrated provision of FTS provides growth of PT. Integration with other market segments is possible through shared resources and shared funding. Potential markets for FTS are coloured with green.

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Figure 5: Potential markets for efficient flexible transport solutions

Technology for DRT Booking, Scheduling and Dispatching Systems developed in last 30 years so far, that the time from user request to bus arrival dropped from over 48 hours to less than 1 hour.

Although dispatching (call) centre can be built up with minimal costs (in case of small cities – e.g. Purbach), the intelligent systems for FTS exists since 2007. Software can be accessed through the Internet on an ASP (Application Service Provider) basis. Benefits are:

• reduces setup costs • faster implementation • lower support costs • less maintenance and

• facilitates access to multiple users located in separate locations and organisations

Transferability and sustainability aspect

FTS can also be planned as part of a Sustainable Mobility Plan (feeder services, complementary of conventional services, mixed solutions, etc). FTS could also able to carry considerable number of passengers and it can serve urban, peri-urban and rural areas. FTS can adapt the services to changing demand and PT. There is a need to harmonise legislation concerning FTS/DRT given the wide range of practices in EU. Further FTS pilots are required, particularly in countries with little experience in FTS, to gauge travel behaviour changes and potential user response to new FTS offer. Therefore FTS contribute to Sustainable Mobility strategies, social inclusion and green economy.

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Best Practice in FLIPPER

During the project life, Flipper partners identified 27 good practices, 17 of which were already successfully transferred. For practical reasons, it is not possible to list all the best practices here but it is possible to have the official report from the website of the project. Below a selection of the main best practices which were also presented during the Benchmark study visit in Bologna and Firenze in November 2011.

DRT management: Fleet management system (AUTh)

It is a Transport management system based on GPS satellite signal reception which allow to locate the vehicles, to have the exact timing, speed and send all data to the center. The system is currently used for managing conventional PT, but it is very suitable to be applied for an integrated management of DRTs

DRTs operation: Operation of a rural travel dispatch centre

Purbach (AT) TDC managing GmoaBus service, it is based on simple technology devices (mobile phones, etc.) with reduced personnel and easy organization (low costs of personnel and technologies). The experience has been already transferred in other contexts.

Service promotion: Importance of an impressive and easy recognizable service logo as a success factor of a new DRTs (ATL)

One of the most important activities is the promotion of the service. Thanks to Flipper the Flexible service of Livorno was analysed. The aspects of more importance are to find an easy recognizable service logo, making users more familiar with the new service which should be visible at bus stops and in service brochures.

Other information on Flipper and transferability

The project has an interactive website and a very important library (http://www.interreg4cflipper.eu). The contents of the project are too big to be inserted in this report, for this reason it is recommended to refer to the official website of the project.

The project was funded by the INTERREG IVC Programme which aims to the transferability of the best practices and the improvement of the policies. The project had some training activities and reports are fully available in the official website.

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3.3. Modena (Prontobus) – Italy

Basic statistics – General facts

City of Modena with over 183000 inhabitants is the largest city in the Province of Modena and lies in the centre of Po valley and is also a part of administrative region of northern Italy called Emilia-Romagna region which is one of the richest and most developed regions in Italy. Covering area of around 183 km² the city has a variety of urban public transport services that include bus, trolleybus.

Figure 6: ATCM Modena’s Public Transport Buses

The services Prontobus has been activated by the Agency of Mobility of Modena and in concert with the municipalities involved since 2003 has enabled on-call services in different areas of the province of Modena, in particular in the municipalities of Pavullo, Carpi, Modena, Mirandola, Maranello, Serramazzoni, Castelfranco and Fiorano.

Organisational aspects

Services have been activated on the basis of the following assumptions:

- Replace normal PTS in areas or hours with low demand;

- Integrate traditional public transport services, or in smaller towns with low population density, dispersal population (mountain areas, rural locations) or areas not served by fractional TPL services;

- It is something between the traditional service and a door to door service, without overlapping to the first one;

Prontobus offers an high quality public transport service, closer to the need of users, thanks to the customization, the duration and the comfort of the trip that must not be greater than 30 minutes and is performed with small and ecological buses, equipped with devices for transporting disabled people.

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Figure 7: Modena’s DRT system

This experience is very important because it was transferred in several cities with different regulations, for this reason the best practice already has a lot of opportunities to be transferred also in other ATTAC contexts.

Financial & technological feasibility

The service network consists of a series of collecting points coincident with bus stops already existing, or bus stop for school-buses if new points for Prontobus are required, they should be allowed after inspection, by authorities.

The travel reservation is made through a call centre from 8 to 17.45 to a number with a fixed cost for the user (about € 0,20 per call), even up to 30 minutes before the departure.

The way to book Prontobus is quick and easy; Prontobus bus stops, are marked with special signs with the logo of the service and an identification number, that has to be reported at the booking. From the list of collection points the user chooses the one from which wants to start the trip and the one to which he wants to go. The departure and the arrival time are evaluated with the operator depending from the other bookings. Reservations for the same day, for other days or a week later are allowed, with a maximum advance booking of seven consecutive days even for more than one person.

The fares are the same as for other public transport services of Modena province (€ 1,20 for one way trips; monthly and annual cards are allowed). The one way ticket can be purchased

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P ART: F lexible T ra ns port S olut ions

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on board too. The public transport company has a call centre and a software to manage reservation (similar to ATAF’s software).

Table 2: Distribution of DRT system in the Province of Modena

Prontobus services costs are included in the Service contract that aMo has with ATCM (the Public Transport company) and they are considered from a contractual point of view, as local public transport services. Services are paid based on mileage and available hours of service, in particular € 0.60 per km - € 26 per hour.

50% of the costs are covered from aMo and the remaining 50% are covered from the municipalities that requested the service; The cost per km of flexible service is higher than the traditional service, but the total cost of a flexible service is lower of the cost on a traditional service with the same coverage of area and time.

Transferability & sustainability

The main aim of Prontobus is to support to the line buses linking different areas with a low populated areas, and then at a low transport demand, with the main cities and the regular line stops. Without this service that routes are not covered because the traditional service would be too expensive and economically unsustainable.

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3.4. Bremen (CiViTAS VIVALDI) – Germany

Bremen consists of the City of Bremen and the City of Bremerhaven. As the tenth biggest city in Germany and with the population of around 550.000 inhabitants the city of Bremen has a versatile urban public transport network. The public transport in Bremen is operated by the Bremer Straßenbahn AG (BSAG) which key priority is to expand the entire transport system with new direct connections from city districts into the city centre and consistent customer oriented planning. With a fleet of several hundred vehicles that operate in the city of Bremen alone and is constantly supplemented and modernized with new comfortable low-floor vehicles the BSAG achieved with their aggressive marketing strategies, a new sale system and a quality-focussed human resource planning the growth of public transport users. Their fleet of 210 modern buses and 121 trams operating on 45 bus routes and 8 tram routes cover the entire city area of around 350 km² and provide comfortable, safe and punctual transport for nearly 270000 passengers on daily bases.

Intensive and increasing parking problems in the inner-city areas and the steady growth in car-ownership is a well-known obstacle for achieving sustainable urban development. To reach sustainable mobility some measures had to be implemented to stop and prevent the consumption of public space and the space required by the car and related infrastructure. Therefore to improve the quality of urban life and to regain the street space back two “Mobil.punkt” stations were built in the city centre. These first two special integrated intermodal car-shearing stations represent a alternative and efficient approach to compete with the private owned car in terms of convenience and cost-structure and can help to improve the quality of life in the cities.

Figure 8: One of now over 40 car-sharing service stations in the city of Bremen

When introducing this new car-sharing service the city authorities and public transport operator have led down some basic guidelines and terms that this new service must fulfil to

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reach the desired effect as good alternative for reducing the number of private cars in city centres. This new car-sharing must be:

- affordable Reasonable rates for system users and suitable for short trips in inner-city and its periphery

- convenient Vehicles that are easy to check in and check out and are available at any time throughout the year.

- reliable Vehicles that are technically flawless and regularly serviced and with good dependable booking and access system.

- accessible Good connectivity with other PT modes and ITS systems and cycling. Since its introduction in year 2003 the “Mobil.punkt” on-street car-sharing system expanded and has now over 40 service stations in the city of Bremen alone and over 130 cars for more than 6200 clients. The pay-as-you-drive principle and related reduction of car-borne mileage (shift to public transport, rail, cycling and intermodal chains) and the availability of a variety of low-emission cars lead to a reduction of emission and noise.

With the help of Car-Sharing more than 1.500 private cars are replaced in Bremen.

The modal split of the public transport and private trips in the city of Bremen is in favour of PT modes and cycling. With 20% of trips made by walking and 25% of trips made with bicycle this modal split in Bremen is a good example and a foundation for future sustainable mobility. With added 14% of trips made with different public transport modes (bus, trams, railway) to walking and cycling we can conclude that transport related problems (noise, emissions, road accidents) are decreasing. Still around 39% of trips are made with private cars and represent a convenient solution for making more frequent and diverse trips to many of which the public transport just cannot compete. Different transportation means and vehicles that are used to make trips represent a modal split of around 3%.

Organisational aspects

Bremen initiated a certification process within the framework of the official German Environmental label "Blue Angel" in the Standing Committee of the Ministers of Environment.Since 1999 the official environmental label has defined criteria for environment friendly Car- Sharing. The label granting agency, RAL Deutsches Institut für Gütesicherung und Kennzeichung e.V. inspects compliance with these requirements. Bremen advocates for revision of the federal Road Traffic Regulations and the Road law for a framework for Car- Sharing stations in public street space.

The Senate Department of Environment, Construction, Transport and European affairs in Bremen decided which measures would be implemented. Certain measures had priority and they were implemented to solve transport, ecological and social problems like approving the

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transport network , decreasing the air pollution and CO2 emissions and assure the easy access to public transport of the end-users.

Financial & technological feasibility

The project is financially supported by the European Commission. BREPARK, a company for parking management, was authorised to construct and run this mobility stations. BREPARK received the right for separate use of public areas per contract for an undefined period of time. The company rents the parking spaces to the Car-Sharing operator and finances the running costs with the rental income.

The technology framework of the project was chosen to be effective to end-users and all customers, to be optimal as cost and easy to maintain.

The main factor for decision where the measures should be installed was the opportunity for simple, easy and accessible customer-operated travelling system .The ITIC was established in a city centre multi-story car park and the main factor for that was the fact that a Car-Sharing station was situated in the same building. The implementation of the two "Mobil.punkt" stations was in the centre of Bremen where space is usually very limited. The E-tickets terminals were installed in each bus or tram ( 1 or 2 terminals in the buses and 3 terminals in the trams).

The key factor for choosing the procedure of the implementation of the Mobil.punkt project was its efficiency - for the urban development, for the urban environment and the customers using the service.

The existing electronic infrastructure in the Public transport was included in the implemented measures in "Mobil.punkt" project. The Integration allows easy access for customers to all kind of transport. The cost of 1 Mobil.Punkt - Station is 15.000 Euros.

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Transferability & sustainability

The implementation of the measures is consistent with quality indicators.The Senate Department of Environment, Construction, Transport and European Affaris in Bremen was the main initiator of the project "Mobil.punkt" which is a part of the Civitas Vivaldi initiative for "Cleaner and better transport in cities''. The results of the pilot project had a great success. From a management/financial point of view there were no discrepancies between the planned and realized objectives, from an environmental point of view were lower CO2 emissions and reduced noise level. The latest model of Cambio car emit 98g/km CO2 in comparison to German private cars that emit 129g/km CO2. A Swiss research shows that a single car-Sharing user saves about 290 kg CO2 annually. The number of travellers using public transport or bicycle increased.

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3.5. Genoa (DRIN BUS) – Italy

Drinbus is the result of a CIVITAS Caravel Project. It is a “many to many” service, with trips and timetables fully flexible within fixed stop points in the defined areas during the operating hours. It is used on the hilly areas of Genoa (Italy), characterized by low demand, low housing density, absent or inadequate public transport services and strong demand for public transport. The service is characterised by:

Flexibility: booking by phone via call centre, without any territorial installation; Advanced technologies: GPS-GIS integration for fleet monitoring and GSM for communications between dispatch centre and vehicles;

GPS-GIS integrated bus-monitoring software allows a central call centre to manage the bus fleet dynamically according to demand.

Vehicle typology definition: reduced dimensions, ecologic traction (methane), air conditioned and wide internal room, equipped with 8 to 13 seats;

A coordinated brand image: name, logo, slogan and free telephone number are shown in every service’s element (bus, stops, brochures, tickets, website).

The service is available from Monday to Saturday, from 6.00 am to 8.00 p.m. The booking can be made 30 minutes before departure, however users “on the road” without previous booking will also be accepted, in accordance with the scheduled service.

Genoa is the capital of the Ligurian region in Italy’s north-west, located between the sea and the mountains with a comparatively long and narrow coastline stretching from east to west. The urban landscape is defined by the topography of the area with development mainly in the coastal area that slopes down to the sea. Despite a city area of 239 square km, the urban core covers just 28 square km, accommodating 285,000 inhabitants (10,153 inhabitants/square km).

Joint Best Practice Report