SUMP for Maribor (Summary in English)

SUMP for Maribor (Summary in English) Partner: University of Maribor Version

Summary Executive Summary... 4 General Context... 5 The Vision... 6 Goals... 8 Challenges... 11 Stakeholder involvement... 14 Tools and strategies... 15 SMART targets and packages of measures... 16 Action and investment plan... 3 Implementing the plan... 8 Conclusions... 30

Document Title: Sub Title: Work Package 3 - act 3.3 Creating a SEE Urban Mobility Toolbox for the introduction of public/collective transport solutions Document History Version Comments Date Done by Number of pages: Number of annexes: Prepared by: Contribution: Principal Author(s): Contributing Author(s): Peer Review Partner Date Approval for delivery ATTAC Coordinator Date

Sustainable Urban Mobility Plan Executive Summary Sustainable Urban Mobility Plan (SUMP) is a modern document which considers and upgrades existent strategic documents of the city and the region. The new way of thinking and planning means a step toward sustainable transportation and mobility planning in Maribor following recommendations of European Commission and Ministry of the Environmental and Spatial Planning of Republic of Slovenia. Integrated traffic strategy can enable balance between social equality, environment quality and economic development. The municipality can upgrade the existing strategic documents with the proposed approach to mobility planning. The aim of the new approach is not just preparation and adoption of the SUMP document. Moreover, adoption of such a document should lead to a long-term process of integrated and sustainable planning and management of the urban mobility. The present document originated in years 01 and 013, and includes analysis of the existent state of traffic and mobility in the city and its suburbs, the vision of transportation system development and strategic goals. It is a key basis for a detailed strategic action plan until 018 which is the central implementation part of the strategy. Furthermore, in the frame of the project, the suggestion for budget action plan emerged, which should be balanced and confirmed by the City Council. Document, launched in August 013: SUMP for Maribor, proposal in national language

General Context The origin of the document The document methodology bases on results of EU projects (PILOT, BUSTRIP and ELTIS Plus) and experiences of strategic planning of urban mobility in some European countries (Austria, Great Britain, Sweden) and in Slovenia. The general methodology of SUMP consists of four phases and eleven steps. This document (SUMP for Maribor) reflects the first eight steps. First two are phases are completed: thorough preparations (engaging principles of sustainable mobility, setting time frames, stakeholders, analysis of mobility situation and scenario design), goal setting (general vision, priority activities, measurable goals, measure packages), strategy development (agreement on competences and fund allocation, plan of result monitoring and evaluating, strategy adoption). The prepared document is a subject of discussion at the City Council of Municipality of Maribor (December 013). Its adoption will make the vision, goals and measures legitimate and they can create a basis for its key element, i.e. budget action plan until 018. Time context of the document The SUMP for Maribor was developed in 01 and 013. The process of its preparation will be finished with the adoption of the City Council of Municipality of Maribor until the end of 013, as expected. The basis for the document is long-term 0-year vision, whilst the measures are medium-term (mostly until 03). Operative elaboration of a document with budget action plan is expected in five-year period (until 018). Afterwards the revision of the SUMP and its update is planned. The report of a progress will be made bilaterally and will include monitoring and evaluation of indicators of mobility. The geographical scope of the document Even though the SUMP is focused on transportation system in Maribor, it does not neglect the central role of Maribor in the region and therefore takes into account suburb traffic flows and migration patterns of commuters from the wider area as well as visitors in Maribor. Consequently it can significantly impact the management of traffic flows in the region and the country. Please describe the city/province/region and provide information on population, geographical context, political situation, brief hints to the governance on the mobility and Public Transport sector and other useful information for the understanding of the situation in your city. Please also describe, what are the expectations for the future (e.g. population, GDP)

The Vision Maribor is becoming a city of optimal organized traffic. The municipality will subordinate traffic planning in order to achieve high attraction of the city for residents, business and leisure activities. Due to excellent connection with wide traffic flows, the city will become competitive regional centre with reputation of advanced and successful community. Maribor will assure its residents and visitors balanced, comfortable and reliable variety of travelling modes. The attractive public transport system will be intermixed and completed with diverse network of safe cycling lanes and superb walking conditions. Traffic planning will not follow the needs of motorised individual traffic. The focus of municipality will be nurturing of sustainable mobility as basis for an open, attractive and safe city space. Maribor will settle resident friendly hierarchy of traffic modes. Instead of car drivers, priority will be given to pedestrians, cyclists and public transport users. Special attention will be given to the most vulnerable groups increased number of elder people, children and young people, physically disabled, mothers with baby carriages, etc. People, who will choose to drive a car in spite of superb choice of alternative transport, are expected to drive more rationally and have higher traffic culture. Intelligent technologies will lead to efficient optimization of existing transport infrastructure, which will be balanced between an individual car and its alternatives. Urban planning will actively influence traffic demands. Maribor will become a city of short distances, non-motorized travelling, supported by new technologies and alternative vehicles. Variety of integrated measures will result in Maribor as a modern European city. Sustainable mobility will allow Maribor to be competitive in the world of expensive fuels. Moreover, traffic will not be a significant air polluter, responsible for noise and greenhouse gases. Becoming a city of excellent accessibility with low travelling speed will increase attractiveness and safety of public area in Maribor. STRATEGIC CHALLENGES 1. to ensure sustainable mobility which will lower mobility costs of households and the city; to reduce safety and environmental hazards; raise attractiveness of public areas and reduce municipality budget due to investment into continuous widening of capacity of road network;. to enhance economic performance of the city, resulting from good connections of the city with regional, state and international flows, as well as from higher accessibility of city s vital locations for all modes of travelling.

STRATEGIC GOALS 1. to become a leading municipality in Slovenia until 00 in terms of sustainable mobility. to achieve thresholds of air pollution and noise according to EU Directive until 00 3. to stop the trend of depopulation until 00 4. to achieve zero fatalities and to cut the number of injury accidents to a half compared to the period 008 013 5. to balance modes of travelling until 00 Document launched in august 013; Analysis of transportation and mobility in Maribor (for stakeholders and experts in national language)

Goals MOBILITY FOR A SATISFIED COMMUNITY - Maribor, dynamic regional centre Mobility tells a lot about a city. Some cities give priority to fast and effective car connections, modern parking places and breathe taking bridges. Other cities give priority to residents and plan various modes of transport which benefit the quality of life for all inhabitants. We would like Maribor to become such a city. The SUMP is a document with ideas, suggestions and guidelines for realization of chances in transportation and mobility of our city. As many other successful cities, Maribor could become a modern regional capital. A lively urban area with integrated and smart network of different modes of transport could balance the offer of all modes of transport. Such a system would not limit but offer new possibilities to access, travel, socialize, do business, make progress and stay. Instead of car drivers, the priority will be given to pedestrians, cyclists and vulnerable residential groups such as children, elder people, parents with children carriers and people with restricted mobility. Maribor could become an example of a modern organized city. Residents could have comfortable and reliable transport opportunities: appealing public passenger transport, extensive network of safe bicycle lanes and good conditions for walking. Men of enterprise could count on incentives for smaller and energy-saving cars and alternative cars. Drivers could be proud on their reasonable driving. ADVANTAGES OF AN INTEGRATED TRAFFIC PLANNING The key for changes is in different transportation planning. With long term measures the community could pay attention to sustainable mobility rather than vehicle traffic flow. The focus of our attention could be organized, appealing, accessible and safe city space. Our city could use intelligent technologies for better usage of existing traffic areas which could be balanced distributed to individual vehicles and their alternatives. The transportation planning was focused on roads, bridges, parking lots, roundabouts or railway buildings for years. When we talked about traffic, we talked about big construction projects which would enable better vehicle flow or increase capacity of roads or parking lots. Yet the queues were longer and there were not enough parking spaces. All successful communities nowadays abandon such a way of thinking because it proofed unsuccessful. The priority is given to sustainable and integrated approaches, i.e. approaches which prioritize all citizens and their needs. Experiences of cities and countries which successfully solved the problem of traffic show the advantages of integrated thinking. Real changes are reached only by communities which dared to set concrete and realizable goals. The focus of their discussion was people and

their quality of living, whereas traffic and mobility were understood as the tool for these goals. The integrated traffic planning means the decision for targeted solving problems in traffic. In Maribor, the decision for such an approach means that: We want to take integrated measures We want to perform integrated activities and take advantage of other branches, practises and strategies, various means of transport, decision makers, public organizations, enterprises and government. We want a sustainable development We want to reach balance between social equality, environmental quality and economic development with integrated traffic planning and mobility. We want to act transparently and include the inhabitants of the city of Maribor We want to solve complex development questions by including public into a whole process of decision-making, performance and evaluation. We want to assure package solving of challenges We want to enhance capability and efficiency of town in overcoming development obstacles by interconnection and measure supplement. We want to achieve measurable goals Measures should arise from measurable goals which are adjusted to the vision of the modern city of Maribor. Such a hierarchy enables simultaneous monitoring of efficiency of activities. We want to envisage real costs We want to involve public costs and benefits from all sectors in traffic planning. Strategic approach allows the monitoring and rational use of public means. We want to save money We want to give priority to solutions which are realistic, practical, within a budget, and have the highest effect for the least money.

Integrated transportation planning can bring Maribor many benefits: Better quality of living Integrated traffic planning means to plan for people rather than for cars and traffic. This is reflected in better quality of public spaces, better safety for children, and lower quota of greenhouse gases, etc. Positive effects on environment and health Activities in improvement of air quality, reduction of noise and climate changes and encouraging of active mobility of citizens in terms of walking or cycling have positive effects on health and significant savings of connected costs. New and integrated policy visions The integrated traffic planning offers long-term and strategic vision of mobility provision. It encourages the culture of efficient and integrated planning, which tends to include sector policies, institutions and neighbouring municipalities, and enables achieving other municipalities goals (economic, social, and environmental). Better mobility and accessibility The integrated traffic planning enables better mobility of all inhabitants and provides easier accessibility to certain areas and services. Better municipality s image The municipality that strives for the integrated traffic planning can boast with the image of innovativeness and progress. Decisions supported by public Planning for people includes planning with people and reacts on needs of different user groups. Including decisions for or against measures in municipality s traffic provides a high level of public legitimacy. Higher capability of fulfilling municipality s responsibilities The elaboration of the Integrated Traffic Strategies is an efficient way of fulfilling legal obligations such as Directive on Air Quality of the European Commission or national regulations on noise control. Better access to funds The integrated traffic planning can make easier access to funds for innovative solutions, and consequently raises the competiveness of municipality in calls for applications for European financial resources.

Challenges Collection of key challenges in transportation and mobility sector In-depth look at the structure, organization and life of the city showed some key problem complexes which Maribor faces. These challenges are the basis for new strategy, since they mean limitations which Maribor has to overcome: THE CAR IS THE ONLY CHOICE IN OUR CITY Car transport has no real competitors. The inhabitants, who do not drive or do not own a car, do not have the same mobility conditions in our city. Also the residents, households or companies that want to change to cheaper and friendlier modes of mobility do not have competitive alternatives. After our independence the development of the bus service has stagnated, the number of passengers has decreased. Latest increase was recorded in 01. Inactive municipality s attitude contributes the most to the decline of the public traffic, because no programme of development of bus service was realized for decades. Strategic planning is left to a service provider that only upgrades its fleet in accordance with municipality consensus and performs minor maintenance of the network and services. The consequence of a development stagnation of public passenger transport is a moderate service offer (low frequencies, out-of-date fleet and short operational time), user unfriendly management of bus lines, neglect of regular users, no integration with other modes of public passenger transport (railway, intercity ), etc. One of the most significant problems is availability of financial means. Although municipality s subsidy covers a half of the costs, this is not enough for a quality system. Maribor belongs to the cities where the development of cycling is in the early stage, because the number of cyclist does not achieve possible potentials. Cycling infrastructure is subordinated to motor infrastructure. The existing cycling network is crumbled, unconnected and full of dangerous points. According to doubtless potentials, the role of cycling network in space files is not ambitious enough; the cycling infrastructure does not meet modern standards, in some cases is even dangerous. Conditions for walking improved in the town centre. Outside this area the pedestrians are subordinated to other forms of traffic (e.g. long waiting at traffic lights). The area, which is not used by other traffic users, is used as footpaths. Footpath planning does not provide logical and shortest connections between travel generators. The problem is cars on public areas, low traffic culture of motorized participants in traffic as well as conflicts between pedestrians and cyclists. Despite decisive measures of municipality of Maribor on illegal parking, this is still a common problem and occupies many areas meant for walking. This problem is especially seen around kindergartens, schools and in larger residential neighbourhoods. THE QUALITY OF LIFE IS DECREASING Air pollution, noise, health of inhabitants, traffic safety and parking remain main problems of the city. Maribor belongs to the inglorious group of the cities, where daily values of particle concentration often reach more than PM10. The warning and demand to take measures came from the European Commission.

Areas along the most important roads and the railway are tremendously affected by noise; the prescribed values are often exceeded. Two thirds of inhabitants of these areas are exposed to all-day noise above 55 db (A). 13% of inhabitants are exposed to noise above 75 db (A), whereas 37% is exposed to noise above 55 db (A) in night time. It is known that subjective feeling of safety has a significant impact on life in a city. If the inhabitants feel safe, they enjoy in their activities, mobility and residence. In such a city there are more children, young people, senior citizens and people with special needs, who can independently run errands. HEALTH OF INHABITANTS IN MARIBOR IS GETTING WORSE Even though the polluted air, traffic noise and passive mobility have bad impacts on inhabitants health, we still do not include their health in discussions about traffic policy. Various researches show that inhabitants of Maribor also follow the trends of travelling habits in the country, and use their cars increasingly; they walk, cycle and use public passenger transport less. They use their individual vehicles for shorter distances instead of walking or cycling. Such travelling habits are health hazard, because they reduce physical activity. These trends are especially alarming for young people, who are over nourished and obese. ABSENCE OF STRATEGIC PLANNING In Maribor, as well as in other Slovene cities, there are no experiences with strategic traffic planning. Even though strategic documents (spatial, environmental, energetic and developmental) lead to common goal of sustainable traffic, this unity is lost on lower levels, i.e. documents, measures, every day operational activities. The city does not have mechanisms for priority specification and evaluation of measures in terms of these priorities. Measure decisions are therefore taken without real insight of their results, and they do not contribute to strategic goals. The traffic planning is still focused on enlargement of capacity of traffic infrastructure, with exception of the city centre. Consequently high budgetary expenditure goes to road infrastructure which does not improve the situation much: the inhabitants of Maribor waste more time for travelling, spend more money on mobility and waste more time in congestions, compared to the past. The public is included into traffic and spatial decisions just on principled levels; their influence on actual decisions is low. What is more, the procedure of decision making is often not transparent. The authorities in traffic planning are dispersed and there is a lack of qualified staff in some branches. Partial strategies and the lack of the Integrated Traffic Strategy result in exclusion of elements such as cycling strategy, parking policy, mobility management and similar. Mobility management has a high potential because information and communication influence travelling habits and do not demand high investments and usually have very good ratio between results and costs. An important challenge is spatial planning, but we do not use all instruments of planning, which could improve efficiency of spatial files in achieving sustainable traffic. Our actual spatial files treat traffic in an imbalanced way and predict essential expansion of capacity of development of individual motorized traffic. WE CAN TAKE ADVANTAGE OF WALKING AND CYCLING POTENTIALS

Spatial characteristics of Maribor enable the inhabitants and visitors to walk and cycle more, because the distance from the city centre to city borders is no longer than 5km, i.e. 15 minutes cycling. Moreover, the average distances are short, and there are no steep ascents. Climate conditions are also favourable and permit walking and cycling the most of the year. WE CAN INVEST INTO TRAFFIC SYSTEM EFFICIENTLY In the last decade lots of financial means have been invested, mostly in road traffic system. The change of priorities could cause fast development of modern alternatives to car traffic (public transport, walking and cycling). WE CAN USE POTENTIAL OF MODERN BUS SERVICES AND EXISTENT RAILWAYS City buses experience global growth and renaissance and offer cost efficient opportunity for excellent public service. The concept of fast city buses can radically change public bus services. Such a quality system can match capacity and comfort of urban rail systems with essential lower costs and shorter time of introduction. It can be implemented gradually in one major s mandate, and can be managed also without cooperation of higher administrative levels (country or region) or neighbouring municipalities in terms of finances and projects. As a result, the concept of fast urban buses can help us to return the culture of public passenger transport into the city. WE CAN USE ACCESSIBLE KNOWLEDGE, EXPERIENCES AND FUNDS European Commission is more and more active in sustainable urban traffic. This enables easier access to knowledge, information, experience exchange and funds for integrated planning of urban traffic. Experiences from EU projects, in which our city took part, show great importance and potential of EU initiatives in terms of sustainability. The adoption of the Integrated Traffic Strategy would improve the possibilities to access the means of EU.

Stakeholder involvement Stakeholders were involved mostly in form of Mobility forums (MF s). Six MF s were organised: 1. Novmeber 011, 15 stakeholders involved (strategic planners, NGO s,...). June 01; 1 stakeholders involved (decission makers - municipality departments,...) 3. September 01, 17 stakeholders (service providers, peer reviewer, transportation planners...) 4. February 013, 1 stakeholders (decission makers, developement agencies...) 5. September 013, 30 stakeholders ( all... ) 6. January 014 (100 participants, tranportation practitioners and experts) Mobility forum Nr 3 ; discussion of stakeholders

Tools and strategies The following methodology was implemented: The SUMP process adopted includes 4 phases: 1. Preparing well (Commit to overall sustainable mobility principles, define basic timeline, identify key actors and stakeholders, analyze of the mobility situation),. Rational and transparent goal setting (development of common vision, definition of priorities and measurable targets, development of packages of measures), 3. Elaborating the plan (agree on clear responsibilities and allocation of funding, monitoring and assessment plan, adaptation of SUMP) and 4. Implementing the plan. According to SUMP methodology the SUMP is structured to 4 phases, 11 elements and 3 activities, where most of them are overlaying with identified themes and topics in JBP. Elements (steps) one (1) to (8) were finished and the document was sent into adoption procedure. Pilots, implemented and evaluated during ATTAC project, helped by developing the measures, action plan, to assess the scale of investment needed and to better understand the delegation of responsibilities.

SMART targets and packages of measures 5 pillars of successful future In the next years Maribor can achieve the vision of intelligent organized city in the traffic sector by fulfilment of the goals on five complementary strategic areas. Predicted measures are supplemental and connected to each other, they all are directed into achievement of measurable, financially expedient, and social useful and inhabitant friendly results. Strategic pillars of SUMP for Maribor comprise basic decisions in five key activity areas in the future: 1. Implementation of the integrated mobility planning. Promotion of walking as an important travelling mode 3. Optimal uses of potentials of cycling 4. Design of attractive public passenger transport 5. Rational use of cars Objectives & Targets: (1) Implementation of integrated mobility planning: Planning Topic Planning Objectives Targets Investment conditions Establishment of financial, system and administrative conditions for better mobility management Public involvement Monitoring Tools Ensuring transparency of decision-making by involving the public in all stages of the planning of mobility The introduction of tools for the systematic monitoring of Mobility Integration Integration between different design sectors within the Municipality - Balanced investments for individual modes (according to modal split) till 018 - Ratio between investments in infrastructure and soft measures 60/40 % till 018 - From 015 all the (larger) investments presented and communicated with public in all phases of the project development - Till 015 introduction of monitoring of the travel behaviour of the population and the impact of investment and measures in the transport system -By 018, over 80% of all actions and investments have estimated impacts - After 016, in co-operation between all sectors preparing and changing of strategies and actions in the field of land use and transport development, environmental protection and health

Objectives & Targets: () Promotion of walking as an important travelling mode: Walking Topic Walking Objectives Targets Physical conditions create conditions that. - 0% increase of pedestrian areas by 015 most inhabitants could (baseline 010) make a large part of daily trips on foot - The establishment of a green corridor from the city centre to the Pohorje hill 00 - The establishment of the first pilot area for comprehensive traffic calming to 015 - The establishment of four new sites with comprehensive traffic calming in residential neighbourhoods to 00 - Adaptation of infrastructure for people with reduced mobility in centre and Modal share Traffic safety increase of walking modal share in the city and the presence of pedestrians in urban area increase of traffic safety and a sense of safety for pedestrians Monitoring Monitoring the number and behavior of pedestrians hinterland to 00. - 15% walking modal share for city trips by 00 (11% in 00) - 10% fewer children that are driven to school or kindergarten with a car till 00 Reduce the number of accidents involving injured pedestrians by 50%, and no deaths until the period 04-06 (base period 009-011) Database on the extent and behaviour of pedestrians to 015, which will be regularly updated

Objectives & Targets: (3) Optimal uses of potentials of cycling: Cycling Topic Cycling Objectives Targets Physical conditions create the conditions for a - the establishment of a green corridor from comfortable, safe and attractive cycling in the city the city centre to Pohorje 00 - The removal of hazardous or 3 black spots for cyclists annually from 015 Modal share Traffic safety Monitoring increasing the share of cycling in urban trips increase traffic safety and sense of safety of cyclist Monitoring the number and behavior of cyclists - Construction or designation of 1 km of new bike routes per year from 015 - The establishment of a comprehensive cycle network by 05, including cycling and intersections with the key links to the city outskirts. - 10% of modal share for cycling - performed between urban routes by 00 (5% in 00) - 10% fewer children to ride to school or kindergarten with a car till 00 - Increasing the proportion of employees who cycle to work, for 100% by 05 - a reduction in the number of accidents involving injured cyclists injured by 50% by 00 compared to the average in the period 005-010 - a database on the extent and behaviour of cyclists by 015 - Regular updating the database (on years)

Objectives & Targets: (4) Design of attractive public passenger transport: PT topic Modal share PT supply PT Objectives Increasing the use of public transport Improve the supply of public transport in the city Targets - Increase the share of public transport for travel to work with PT from 1% (00) to 0% (00) - Increase in the number of passengers by 0% till 00 compared to 010 (including all types of PT) - Improve the proportion of jearly/monthly subscribers in relation to a single trips - Increase the diversity of public transport supply in the municipality tailored to specific situations and different groups of passengers - Reinforcement of the main corridors and enhance the quality of service frequency, a quarter of the city lines with at least 7 min frequency till 018 - Increase the quality of service in terms of punctuality, reduce delays by 0% by 018, according to 013 Integration Accessibility for impaired PT image Improve integration between different modes of PT and between PT and other modes of transport Improving the accessibility of public transport for people with reduced mobility Improving the image of public transport - Improving the competitiveness in regard to private car travel times (5 typical routes in the city) - the proportion of public transport providers operating in the Municipality and included in a single ticket 100% by 018 - Establishment of two P&R until 015, and five P&R until 018-10% of drivers who park in the city centre in 013, using P + R until 018. - the proportion of low-floor vehicles 80% by 018 - The proportion of stops adapted to blind and partially sighted people, equipped with labels in foreign languages 100% by 00 - improving the perception of public transport among residents (results of regular surveys of user satisfaction)

Objectives & Targets: (5) Rational use of cars: Car topics Objectives Targets Air and noise pollution Improving air and noise - Achieving thresholds of air pollution and pollution noise according to EU Directive 00 Traffic safety Increase in traffic safety - Reducing the average speed of cars within the traffic calming areas by 5% by 00 according to the 01 - Reduce the number of speed violations within traffic calming areas by 5% by 00 according to 01-5% reduction in the number of injured in accidents - average between 019 to 01 in comparison of 009 to 011 - Gradual reduction in the number of people killed in road accidents for 50% in 030 according to the 010 Parking Modal share environmentally-friendly vehicles Freight transport Improve the parking situation in the city Reducing the dependence of the population on the car Increasing the share of environmentally-friendly vehicles Reducing the negative effects of freight transport - a gradual decline of long-term street parking in the wider area of the city centre by % annually - Reduce the number of parking violations by 0% by 00 according to the 01 - reduce the share of urban trips with cars (to 48% by 00 from 58% in 003); - Reduce the number of cars per capita by 1% in 00 compared to 010, - Reduction of the share of expenditure on mobility from 17% in 010 to 15% by 00 - creating a basic network of charging stations for electric vehicles by 018-0% share of environmental friendly vehicles by 00 - reducing air pollution and noise of the delivery to the city centre by 0% by 00 compared to 01 - increase in the volume of cargo delivered with environmentally friendly vehicles to 30% by 00

Objectives & Measures: (1) Implementation of integrated mobility planning: Objective Establishment of financial, system framework and administrative conditions for better mobility management Ensuring transparency of decision-making by involving the public in all stages of the planning of mobility The introduction of tools for the systematic monitoring of Mobility Integration between different design sectors within the Municipality Measures Acceptance, commissioning, audit and reform strategies Establishment of "office / department for integrated planning of transport and mobility" Maintenance of the transport model Preparation of a balanced budget Implementation of periodic telephone surveys of travel behaviour Municipal technical guidelines for the construction of infrastructure for pedestrians, cyclists and physically disabled Promotional, awareness-raising and educational campaigns for all pillars (1- campaign a year) Mobility plans for major traffic generators Agreement of human resources at the regional level The introduction of the automobile and bicycle parking standards Active participation in EU projects Objectives & Measures: Objective create conditions that most inhabitants could make a large part of daily trips on foot increase of walking modal share in the city and the presence of pedestrians in urban area increase of traffic safety and a sense of safety for pedestrians Monitoring the number and behaviour of pedestrians () Promotion of walking as an important travelling mode: Measures Improvement of the existing infrastructure The expansion of the pedestrian area Footpath network - a new footbridge Improving conditions for planning Promotional and educational activities Objectives & Measures: Objectives create the conditions for a comfortable, safe and attractive cycling in the city increasing the share of cycling in urban trips increase traffic safety and sense of safety of cyclist Monitoring the number and behaviour of cyclists (3) Optimal uses of potentials of cycling: Measures Municipal guidelines for the construction of infrastructure for cycling cycling strategy Network of bicycle lanes Secure bicycle parking Management of cycling in the city

Objectives & Measures: Objectives Increasing the use of public transport Improve the supply of public transport in the city Improving integration between different modes of PT and between PT and other modes of transport Improving the accessibility of public transport for people with reduced mobility Improving the image of public transport (4) Design of attractive public passenger transport: Measures Updated PT strategy Establishment of Regional PT Authority responsible for city and region PT. Increase the fleet of city buses and renovation of the fleet (0 new buses) P & R (1 per year for at least 00 vehicles) Actively participate in the creation of a unified national ticket including "services on demand", railways and taxi services Integration of school, "service on demand" and the local taxi system in the regular service Measures to ensure the bus priority (bus priority lanes, intersections,... ) Renovation of bus stops (one-fifth per year) Equipment of bus stops with RTPI Pricing policy Improve the overall image of public transport Co-financing of intercity lines to provide better regional and global access Objectives & Measures: (5) Rational use of cars: Objectives Measures Improving air and noise pollution The introduction of traffic-calming zone (30km / h) Reconstruction of intersections with an emphasis on Increase in traffic safety traffic calming elements (in the city centre and Improve the parking situation in the city residential areas) Reducing the dependence of the population on the Accelerated revitalization of the pavement. car Comprehensive parking management - correction Increasing the share of environmentally-friendly and updated strategy / plan vehicles Implementation of parking policy (spreading the Reducing the negative effects of freight transport parking zone + supervision + price increase) Municipal guidelines for planning in the area friendly / environmental zones. Investments in traffic light system, including the control speed system Investments in addressing bottlenecks in the road network Incentives for environmentally friendly vehicles Optimized car ownership Rationalisation of freight traffic in the city - study with restrictions measures

00 019 018 017 016 015 014 Action and investment plan Action and investment plan was developed and structured into five pillars in five tables, including: - measure description, - investments costs, - complexity of measure, - responsibility and - time horizon (1)Implementation of integrated mobility planning: 1a 1b Measure Establishment of Office / Department for Integrated transport and mobility planning Agreement on sharing of human resources at the regional level Municipality cost Redistribution or delegation of tasks; No costs Difficulty No costs 1 MOM Responsibility 1c Preparation of a balanced budget No costs 3 MOM 1d a b c 3a 3b 3c Traffic model maintenance Acceptance, Commissioning, Audit and Reform Strategies Periodic telephone survey on travel behaviour Mobility plan for major traffic generators Municipal technical guidelines for construction of pedestrian, cyclists and physically disabled infrastructure; PT priority management and traffic calming Promotional, awareness-raising and educational campaigns for all five pillars (1- campaigns per year) The preparation and introduction of car and bicycle parking standards 0.000 per year 5.000 for revisions every years; 30.000 for renewal every 5 years 0.000 every years 0.000 per year 1 15.000 1 0.000 per year 5.000 1 3d Active participation in EU projects Co-financing /or MOM, and Public Inst. Preparation and implementation of Activities in a given year The design / planning / agreement period

00 019 018 017 016 015 014 00 019 018 017 016 015 014 () Promotion of walking as an important travelling mode: 1a 1b Measure Improvement of the existing infrastructure Municipal technical guidelines for infrastructural constructions for pedestrians and physically disabled The expansion of the Pedestrian area 3a 3b Footpath network PT access Footpath network Green corridor Municipality cost 50.000 per year See First pillar measures 10.000 project; 150.000 realisation 10.000 per year 10.000 per year Difficulty 3c Footpath network a new footbridge 1.300.000 4 4 Improving conditions for planning 5 Promotional and Educational activities See First pillar measures See First pillar measures 4 MOM 1 MOM MOM MOM Responsibility MOM Preparation and implementation of Activities in a given year The design / planning / agreement period (3) Optimal uses of potentials of cycling: Measure Municipality cost Difficulty Responsibility 1a 1b Municipal technical guidelines for infrastructural construction for cycling cycling strategy Network of bicycle lanes Secure bicycle parking 3 Management of cycling in the city 4 Promotional and Educational activities See First pillar measures 500.000 till 00, Co-financed by DRSC 30.000 per year See First pillar measures See First pillar measures 1 3 MOM, DRSC and Preparation and implementation of Activities in a given year The design / planning / agreement period

00 019 018 017 016 015 014 (4) Design of attractive public passenger transport: 0 1a 1b 3 4a 4b 5a 5b 6a 6b 7 8a 8b 8c Measure Update of PT strategy (ensure the funding stability 014-018) Revision of integrated PT development plan (integration of school, on-demand service and local taxi service into currently valid PT service) Establishment of Regional PT Authority responsible for PT in city and region Increase of cities PT level of service for 10% (or additional 50.000 km per year) Pricing policy (integrated ticketing and smart card system) Increase the fleet of city buses; renovation until 018 (50.000 / bus) Replacement of 0 obsolete buses until year 018 Measures to ensure the bus priority (bus priority lanes, traffic light intersection priority, ) Instructions for planners and designers Renovation of bus stops (one-fifth per year or 40 every year) Equipment of bus stops with RTPI Public transport system with Demand Responsive Transport Service P+R (1 per year for 00 vehicles minimum); P+R arrangements and project costs Actively participate in the creation of the unified national ticket program (focused on on-demand service, intermodal interchanges, railways and taxi services) Co-financing of intercity PT lines to provide better regional and global accessibility Municipality cost Budget Appropriation from 01 Difficulty 1 0.000 1 30.000 per year 500.000 per year 50.000 per year (income loss refund) 5.0 mio (investment) or 0.5 mio amortisation per year 5.0 mio (investment) or 0.5 mio amortisation per year Responsibility Marprom MOM 5.000 See First pillar measures 5.000-10.000 per bus stop 00.000 for establishement (then 0.000 annual maintenance) 0.000 for study, legal basis and introduction plan (0.000 per year for implementation 30.000 / P+R 0.000 per year (income loss refund) 50.000 per year 4 MOM 1 4 Marprom, MOM, Ministry for PT and Marprom MOM (sources from social, environmental and other programs) DRSC MOM (DRSC, ART, candidate in EU funding) PT operators (PT Agency) MOM, PT operators; Municipalities in the region (PT Agency) and Tourism

9 Improving the overall image of Public Transport 0.000 per year Preparation and implementation of Activities in a given year 1 economy Marprom, MOM, PT Agency and The design / planning / agreement period

00 019 018 017 016 015 014 (5) Rational use of cars: Measure Municipality cost Difficulty Responsibility 1a 1b 1c 1d 1e 1f 1g a b 3 Introduction of traffic-calming zone (30 km/h) city centre Introduction of traffic-calming zone (30 km/h) other parts of city Reconstruction of intersections with focus on traffic-calming (in city centre and residential areas) Accelerated revitalization of the roads Municipal guidelines for planning the friendly area / environmental zone Investments in traffic light system, including the speed limit control system Investments in addressing bottlenecks in the road network Comprehensive parking management (correction and update of strategy / plan) Implementation of parking policy (spreading the parking zone + supervision + price increase) Incentive for more environment friendly vehicles 4 Optimized Car-ownership 5 Rationalisation of freight traffic in the city study with restriction measures 0.000 for plan and realisation 10.000 per year 00.000 per year 400.000 per year 0.000 (study) 0.000 (study) 0.000 (study) 0.000 (study) Potential source of income Public-Private partnership, no costs for MOM Public-Private partnership, no costs for MOM 0.000 (study), covered with higher price of allowances 4 MOM 4 MOM 4 4 1 MOM (and DRSC) MOM (and DRSC) 4 MOM (JZP) 4 DRSC, MOM 1 3 4 4 MOM regional traffic warden MOM, alternative fuel providers, national level MOM, service providers Preparation and implementation of Activities in a given year The design / planning / agreement period

Implementing the plan The plan has been sent to City Council for the adoption in November 013. In December 013, after first reading, the City Council asked for some additional explanations. Monitoring and evaluation of planning process and measure implementation is crucial for the effectiveness of a SUMP. Monitoring and evaluation mechanism detect problems in the preparation and implementation of a SUMP. Additionally, monitoring provide hints for altering of measures to achieve objectives within the available budget. With monitoring the decision makers can justify costs. The purpose of monitoring and evaluation is to: - identifying adequacy of individual measures and providing on-time and effective response to the results of actions ; - Supervision of implemented actions and achievement of the targets ; Monitoring and evaluation measures should be a continuous activity that takes place from the beginning. Assessing the impact begins immediately after the adoption of the Action Plan (the implementation phase ). The set of key performance indicators should not be to extensive and the selected indicators should be measurable. The indicators can serve to measure the results of individual measure (e.g. number of kilometres per new bike lanes; the number of new buses) or to measure the impact of individual measures (e.g. improved quality of life - measuring congestion, trips made by bicycle, etc.). Monitoring should cover qualitative and quantitative indicators.

The following table presents a suggested set of indicators for monitoring and evaluation of measures. Indicator Planning Pillar Data Source and/or collection techniques Timeframe The unemployment rate general indicator SURS Yearly The cost of housing / rent in the city center general indicator GURS, market analysis Yearly Percentage of journeys to school trips on foot walking Survey every years Percentage of journeys to work trips on foot walking Survey every years Adapted infrastructure for persons with reduced mobility in city centre walking Visual inspection Yearly Number of light/heavy injured and fatalities of pedestrians in traffic accidents walking Statistics on traffic accidents yearly Number of kilometers of new pedestrian connections walking Visual inspection yearly Number of kilometers of new cycling connections cycling Visual inspection yearly Number of eliminated black spots for cyclists cycling Visual inspection yearly Percentage of journeys to school trips by bike cycling Survey every years Percentage of journeys to work trips by bike cycling Survey every years Number of light/heavy injured and fatalities of cyclist in traffic accidents cycling Statistics on traffic accidents yearly Number of new parking spaces in the city center cycling Visual inspection yearly Percentage of journeys to school trips with PT PT Survey every years Percentage of journeys to work trips with PT PT Survey every years Number of sold PT yearly tickets PT PT operator annual report yearly Headway of urban public transport PT Timetable yearly Delays of PT PT field measurements 4 times per year Travel time with PT and a passenger car on 5 typical distances PT and car field measurements 4 times per year Number of P & R parking spaces PT and car Visual inspection yearly Occupancy of P & R parking spaces PT and car field measurements 4 times per year The share of low-floor vehicles PT PT operator annual report yearly The percentage of public transport stops adapted for impaired / equipped with labels in foreign languages PT Visual inspection yearly User satisfaction for PT PT Survey yearly Average speed within the traffic calming area car field measurements 4 times per year Number of light/heavy injured and fatalities of drivers/codrivers in traffic accidents car Statistics on traffic accidents yearly The number of long term parking spaces in the city centre car Visual inspection yearly Percentage of journeys to work trips with a car car Survey every years The rate of motorization car SURS yearly Expenses for mobility car SURS yearly Emissions of NOX, CO, PM10 car field measurements 4 times per year Noise measurement car field measurements 4 times per year Modal split all survey + field measurements yearly

Conclusions Elaboration of SUMP was complex and comprehensive process. Following the SUMP methodology, a lot of stakeholders were involved. This helped a lot during adoption process.