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CiViTAS ELAN Final Evaluation Report / measure 7.4. Freight delivery restrictions ; evaluation package IP4 (measure 3.2. Study of congestion charging and dialogue on pricing and measure 7.4. Freight delivery restrictions)

Engels, Dirk; Kontić, Davor; Matulin, Marko; Mrvelj, Štefica; Van Cauwenberge, Begga; Valkova, Jana; Vilarinho, Cristina; Tavares, José Pedro; Van Aken, Eliene / Rogić, Kristijan; Protega, Veselko; Pilko, Hrvoje
CiViTAS ELAN Final Evaluation Report / measure 7.4. Freight delivery restrictions ; evaluation package IP4 (measure 3.2. Study of congestion charging and dialogue on pricing and measure 7.4. Freight delivery restrictions), 2012. (projekt).

CiViTAS ELAN Final Evaluation Report / measure 7.4. Freight delivery restrictions ; evaluation package IP4 (measure 3.2. Study of congestion charging and dialogue on pricing and measure 7.4. Freight delivery restrictions)

Engels, Dirk ; Kontić, Davor ; Matulin, Marko ; Mrvelj, Štefica ; Van Cauwenberge, Begga ; Valkova, Jana ; Vilarinho, Cristina ; Tavares, José Pedro ; Van Aken, Eliene / Rogić, Kristijan ; Protega, Veselko ; Pilko, Hrvoje

ELAN Delivarable No.10.11., European Commission

Vrsta, podvrsta
Ostale vrste radova, projekt


Ključne riječi
Sustainable transport; freight delivery; congestion charging; evaluation

Integrated Package Description One of the primary objectives of the ELAN project is the implementation of public participation in different measures dealing with a wide variety of topics. This implies the inclusion of all interest stakeholders into the process of measure planning and implementation. Many ELAN measures in the City of Zagreb introduced this concept, but only two measures were aimed at creating new policies and restrictions in cooperation with measure stakeholders that would be affected by it. These measures are: · M3.2-ZAG Study on congestion charging and dialogue on pricing – main objective of the measure was to conduct a feasibility study about the congestion charging in the City of Zagreb. Measure defined an eco-zone in which indirect congestion charging model would be applied. The zone included the area of 2 km2 around the main city square. This area contains a pedestrian zone. · M7.4-ZAG Freight delivery restrictions – the target of this measure was to develop more flexible freight delivery policy which would be applied in and around the same pedestrian zone as in the measure 3.2, i.e. in immediate city centre. During the project lifetime, measure 7.4 encountered unsolvable barriers which resulted in discontinuation of the measure in the fourth ELAN year. This meant that in IP4 there was no real life implementation, i.e. the impact of the IP is reduced since neither measure 3.2 nor 7.4 entered the operational phase. Regarding the dissemination and citizen engagement activities, both measures could be used as examples. These activities were implemented on different layers, ranging from mere information dissemination to creating a dialogue with stakeholders. It must be noted that the role of the site dissemination manager was crucial in this aspect of the measures. Evaluation Approach In order to collect the necessary data to conduct the evaluation on the IP level, results of two surveys on the measure level were used. It was decided that the surveys in both measures should be jointly conducted. The main reason for this lays in the fact that ZFOT had to conduct both surveys, using a limited amount of resources. Impact evaluation Key result 1 – Increased public awareness about transport related issues The share of affirmative answers of citizens to the question Should the issues like delivery traffic, public transport and congestion charging, be part of an integrated traffic policy package is increased from 58% in 2010 to 72% in 2012. Key result 2 – Increased awareness about transport related issues among business subjects The share of positive answers to the same question is also increased among business subjects by 4%, i.e. from 64% in 2010 to 68% in 2012. Key result 3 – Increased approval of the proposed measures General indication that the approval of newly developed strategies is increased, lies in the share of the Do not know answers to the question ‘Which would be the positive side effect(s) of introduction of new strategies? Their share is considerably decreased in both target groups (by 9 and 12% among citizens and business subjects, respectively). General public is more aware about the problems and more open to the possible solutions. Nevertheless, results on measure level indicate that acceptance for congestion charging remains higher than acceptance of freight delivery restrictions. No quantifiable targets or objectives were defined for this integrated package. Process evaluation Barrier 1 – Lack of data In both measures the initial barrier was the lack of data. The city municipality was unable to provide the data about the traffic flow volumes in the corridor, travel times, vehicle occupancy, input- output matrices etc. This caused a delay because ZFOT first had to organize data collection activities Barrier 2 – Stakeholders’ support During the process of implementation of the measures within this IP, it was uneasy process of ensuring stakeholder support. This can be experienced as a measure barrier because this process is also very often time-consuming. Barrier 3 – Public acceptance Communication with general public was sometimes difficult. Any type of new financial constrain or restrictions sets the public against the measures. Driver 1 – Personal motivation In both measures personal motivation is identified as an important driver. This can be crucial for overcoming measure barriers. This driver was mostly visible in the measure 7.4 because, nevertheless discontinued measure implementation, measure team invested a lot of effort into data collection and designing of new delivery scheme. Lessons Learned Lesson 1 – Use of unique knowledge by expanding the list of stakeholders Measures within this IP used the knowledge of a wide range of stakeholders. This ensured that the research work that is conducted during the measure implementation is more complete. Moreover, when the main measure objective is to introduce some form of restrictions or when it is necessary to reduce/terminate current privileges, the importance of measure stakeholders is also significant. New traffic policies should be developed for mutual benefit, i.e. compromised solution should be the target. Lesson 2 – Importance of the informed and motivated citizens The public needs to be motivated to participate in creating solutions together with traffic engineers and city municipality representatives. In order to achieve this, the awareness level of general public about the traffic issues within the city needs to be raised as well as the awareness about possible solutions. To achieve both of these objectives, the importance of dissemination and citizen engagement activities needs to be recognized. It can be argued that only the informed and motivated citizen can take a role of a partner when new traffic policies are being developed. Lesson 3 – Importance of the complete data sets For the production of the study and new delivery restrictions one of the main elements was ensuring a complete set of data about the traffic conditions. Since the majority of necessary data was not available, additional efforts had to be invested. In the future, city municipality should ensure complete data sources, because without the data it is not possible to realistically derive appropriate solution for specific traffic environment.

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Znanstvena područja
Tehnologija prometa i transport