6 TH WORKSHOP REPORT. Managing transportation
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1 6 TH WORKSHOP REPORT Managing transportation Budapest June
2 CONTENTS: 1. The Workshop - description p Site visit - description and key findings p Report on workshop Roundtables p. 6 Table A p. 6 Table B p. 8 Table C p. 9 Table D p Conclusions p. 12 2
3 1. THE WORKSHOP - description The workshop in Budapest has aimed to enable the exchange of experiences among various partners participating in the project, representing metropolitan areas with different characteristics, regarding the transport systems, transport management and organizational structures. Starting from the data collected in the inventory about the crucial theme of managing transportation, the major issues were identified, to be detailed in direct discussion between the partners during the workshops and the roundtables provided. The meeting was organized in three sections: plenary sessions with speeches from partners and experts; four sessions of roundtables for small groups; and a site visit examining the public transport system of Budapest. a) Presentations in plenary sessions The workshop in Budapest was opened with the official welcome of Dr. Kálmán Dabóczi, CEO of BKK and Dr. Janez Nared, SMART-MR Project Manager. After the opening speeches, the SMART-MR video was presented for the audience. The first morning of the workshop Managing transportation was dedicated to a plenary session, to have an overview of the situation in the metropolitan region of Budapest as well as learning about good practices of the different partners related to the workshop topic. First Dr. Zsolt Denke, senior public transport expert from BKK introduced the regional institutional structure of the transport organization in the Budapest metropolitan region. His presentation was followed by Patrik Tóth, innovation associate from BKK, who talked about the mobility management in Budapest, introducing BKK Centre for Budapest transport as the mobility manager of the city, highlighting its history, structure and main tasks. Afterwards Balázs Fejes, innovation expert from BKK presented the main findings from the inventory. After each metropolitan region presented their good practices, Tünde Hajnal, innovation expert from BKK gave an introduction about the SUMP planning in Budapest. BMT, which is the first SUMP based mobility plan of Budapest and is the bases of the mobility strategy and of managing transportation in the Hungarian capital. In the second day, Dr. János Zlinszky, associate professor from Pázmány University held a presentation about the UN sustainable goals, which frames the overall transport policy targets. b) Roundtables Four roundtable sessions have been organized to discuss the most relevant topics in small groups emerged from the analysis of the 6 th Inventory. At each roundtable session workshop participants have been divided into four parallel groups and each group was dedicated to a table with a moderator and administrator provided by BKK. The task of the moderator was to propose the questions and handle the discussion while the assistant took notes of what people said to prepare the documents with the results of the table. To have at least one representative of each partner and stakeholder in each table, the list of participants of the roundtables was already prepared in advance: when people arrived at the workshop they knew at which table (associated to specific colors) they had to sit for the four sessions. Following topics have been discussed during the roundtable sessions: Table A: Institutional questions, strategies, policies, moderated by Balázs Fejes and administrated by Tünde Hajnal, 3
4 Table B: Mobility as a Service (MaaS), data related questions, ITS, moderated by Patrik Tóth and administrated by Kinga Dávid, Table C: Demand responsive transport (DRT), public transport, bus fleets, moderated by Dr. Zsolt Denke and the administrated by Andor Háznagy, Table D: Shared solutions, autonomous vehicles, moderated by Máté Lénárt and administrated by András Vágány. Each topic relates to one (or more) of the following priorities from the mobility strategy BMT: Efficient governance - Table A Better services Table B, D Attractive vehicles Table C More connections Table C Two of the roundtable sessions were dedicated to discuss the above-mentioned topics, where participants had the chance to participate at two different tables tackling two different subjects each. The third roundtable session was dedicated to wrapping up and presenting the results of the site visit, while the fourth roundtable session was assigned to summarize the workshop in formulating policy recommendations incorporating the presentations heard, the roundtables had before and the experiences gained at the site visit. The results of the roundtables 3 and 4 were summarized and presented to be discussed in two plenary sessions. 2. SITE VISIT The site visit was organized as a wayfinding challenge to be more interesting and to involve participants into the actions. The wayfinding challenge was an exciting site visit and a competition between groups with the aim to reach the best use of the public transport system of Budapest. Participants were grouped into four teams of 8-10 people and each team was escorted by a local guide. Teams collected points based on the number of used modes of transport and lines. Extra points could be reached by crossing the Danube, using a replacement vehicle or using the longest tram in the world (CAF). In addition, sharing experience about the public transport system by providing feedbacks and photos were also awarded. The four motivated groups started the site visit from Fővám Square, the first line was predetermined for all groups. During the site visit, the teams had to decide independently about changes, the lines and the modes using the FUTÁR journey planning system, maps, timetables and other passenger information. The groups tried seven modes of transport in total (bus, trolley bus, tram, suburban railway, underground, boat, walking) and in general have had a very positive feeling about public transport in Budapest. Density of the network, service frequency, vehicles, passenger information and communication channels impressed the teams. Three teams travelled on the scheduled replacement bus of the M3 metro line and were predominantly very satisfied with the level of the service. Bilingual information was mentioned as an area needed to further improve the passenger information for tourists. One team encountered an unplanned replacement on a trolley line, where the team was impressed by the speed of the organization of the replacement. It was a hot June afternoon, therefore all teams had several comments about air-conditioning on the vehicles positive comments when AC was properly 4
5 functioning, negative comments when AC was not working appropriately. Consequently, well-functioning AC system is crucial for customer satisfaction. Boat transport (which is part of PT) amazed three teams. Teams criticized the appearance of homeless people on the vehicles and the lack of cycling infrastructure. At the end of the site visit, the teams stated that they had visited many interesting parts of Budapest. At the same time, they provided very important feedbacks for BKK about the level of the public transport service. During the two hours each team completed at least 10 trips, all teams travelled on the longest tram in the world and on the driverless M4 and all teams have crossed the Danube somehow. The winning team has completed 14 trips, tried 5 tram lines, 2 metro lines, 2 bus lines, a trolley line, a suburban railway line and finished the challenge with a pleasant boat trip. Following major remarks, observations and suggestions have been made by the participants after the site visit: The public transport system of Budapest is well organised, is strong even in rush hours and is very reliable, so one can trust in it. Major transit lines run very frequently. The FUTÁR mobile application for passenger information and travel planning is very useful and easy to use. Though it could be further developed including buying tickets through the application. Metro line 4 has driverless operation with having no platform screen doors at the stations. Nevertheless, the metro line works without one single accident. Public transport service during the reconstruction of metro line M3 is well organised. The metro replacement buses run frequently with enough capacity and passenger information system works thoughtfully. Public boat service on river Danube is very nice. There is no need to have air conditioning on the boat: river Danube means natural air conditioning for Budapest citizens and visitors. Organizing an unplanned replacement service is very efficient. The ticketing system is not user friendly, it is set up in the interest of BKK, not solving the needs of the travellers. A ticket should be valid for the whole journey, not a single trip. Bike sharing should be integrated into the ticketing system. Passenger information should be further developed and made suitable for non-daily users as well. Air conditioning and step-free access are key issues for delivering high quality public transport service. Some public transport services in Budapest still do not have air conditioning system (e.g. reconstructed M3 trains) or there is still no step-free entering. The cycling infrastructure is not good enough. Reducing the number of car lanes can give space for bike lanes. (But what would happen if everyone took the public transport would the city work?) 5
6 3. REPORT ON WORKSHOP ROUNDTABLES Managing transportation Table A Institutional questions, strategies, policies Moderator: Balázs Fejes - Assistant: Tünde Hajnal Key findings and observations assigned to the specific questions ralated to the table topics: 1. How do different competent authorities cooperate on local, regional, national level in your region? The cooperation between authorities on different level (local, regional, national) is well organized in most of the cities and metropolitan areas, but in some cases this cooperation needs to be improved or formalized especially in countries where the regional level is missing (like Hungary or Slovenia). In some areas an intermediate level was established between the regional and local levels, which is called metropolitan level (Barcelona and Porto) and in this way transport management is organized effectively. The co-working of different transport developers is inevitable according to the common financial background or competitive tenders of developments. Depending on the common tasks of transportation service the organizations keep monthly, yearly contacts, or have stronger cooperation in certain projects.. There is formal or informal cooperation in each city between the cities and their respective regions, or transport companies and road authorities. 2. What are your region's priorities regarding mobility? It was widely agreed that the most important measures of transport development are targets increasing the rate of public transport, cycling, walking and decreasing the private car use. Soft mobility modes, like walking and cycling are at first priority, next priority is the development of public transport, than improving city logistics. Parallel to the above mentioned, the reduction of the car usage by congestion charge or effective parking policies is also very important. From the aspect of urban development reducing transport demands is very essential which reduces CO 2 emissions in every transport sector. This is important in order to meet the set goals of the Paris climate agreement and the targets of the European Union s directives. Environmental approaches of transportation projects become more and more important. The usage of renewable energy is to be highlighted. There should be certain strategies developed for low demand areas like demand responsive transport, or regional cycling network. If we make public transport which is a very effective way of moving people more attractive, and additional people will start to use it, cities can face new challenges in having capacity problems in the public transport system resulting in the need of new, often very costly investments. 6
7 Enhancing electric mobility is a good way to cut CO 2 emissions, however incentives have to be cut back step by step by the time. Goals are set, but the measures are not that easy to take into practice, as the implementation of projects can hurt certain interests. 3. What kind of parking policy does exist in your region? Parking policies of the cities are one of the most important tools to decrease car use in the inner city area. Vehicles should not be stored in public areas but in underground garages, multi-storey car parks and in existing private car parks, thus freeing further space. In line with European development directives, the need for creating a liveable urban environment requires traffic calming and private car traffic in the inner zones be mitigated and the ratio of public transport be increased. One of the possible means to reach this goal (which has worked well all over the world) is to promote combined transport modes and to connect private and public transport effectively, since in themselves, neither of the above transport modes are solely advantageous or disadvantageous: the essence of the P+R system is to combine the comfort and flexibility of private car use with the economical and space-saving operations of track-bound vehicles. Combined transport modes become appealing if they save time for passengers without an increase in costs, at an acceptable level of comfort. Incentives for using P+R in terms of tariffs like free passes for PT usage are very well accepted and can contribute to an enhanced use of P+R sites. P+R sites shout be placed outside the congestion zones. 4. How can we transform the whole transport system into low carbon? What is the fastest way to do it, and what are the best measures? We have to emphasise the use of public transport, which is on the one hand an effective way of moving people, on the other hand is relatively easy to decarbonise. The backbone of the public transport system are mostly track bound modes, like railways, metro and tramlines, which are run by electricity. Another question are buses, how to decarbonise bus transport. Electric buses are one option, but this technique is not well developed yet. There is a problem of the batteries, how big they should be. If we use smaller batteries, than the bus will not carry large overheads, will have more capacity for passengers, but due to its limited range it would need opportunity charging at the terminuses, which require additional investments. If we use larges batteries, buses have larger range and only need to be uploaded in the garage overnight, but would carry bigger overheads and less passengers. There are also other alternatives like hydrogen or LNG, which should be further analysed. Another question is how we get the electricity. If we don t use renewable sources, pollution is made elsewhere. The energy management is an important issue. 7
8 A change in the propulsion of the cars is also necessary, but technologies are not yet well developed. Another question is the pollution while producing electric vehicles including batteries. And still, if we reduce the emissions of cars, the space consumption either as congestion, or parking problems still exist. Think in new ways of transport, like carsharing or autonomous vehicles and in shared spaces. Future cities have to find the right mix between PT, shared modes and autonomous vehicles. A good way to have less carbon emissions in the transport system is to change habits and decrease transport demand/mobility needs. Increase the share of soft transport modes, like walking and cycling, which do not emit greenhouse gases and reduce car transport. A European legislation is needed about the emissions, a pressure should be set on countries to reduce pollution. A system of incentives and penalties should be set up. Table B Mobility as a service (MaaS), data related questions, ITS Moderator: Patrik Tóth - Assistant: Kinga Dávid Key findings and observations assigned to the specific questions ralated to the table topics: 1. Who could or should be MaaS provider? Public authorities or private companies? The Maas service can work successfully if the private and public sector provide it jointly. There is a need for regulation, but due to the high standard, it is also necessary to involve private companies to operate. 2. How could be integrated public transport upgraded into MaaS? We first have to frame the definition of MaaS. We should examine existing good practices, but we have to bear in mind, that working solutions can not necessarily be transferred to other cities having different situations. Key part of MaaS is a joint platform, where you can manage and plan your trip as well as buy and validate your ticket. 3. Should a city without electronic ticketing system skip this level and strive to achieve MaaS? There are cities that override the development of an electronic ticketing system and operate with the MaaS applications, but it is desirable to go step-by-step for proper design and service, as it is possible to create the necessary regulation. 4. Will mobility related information be open sourced or controlled? All of the data is necessary for the service to be opened and this has to be real time. 8
9 Personal data has to be anonym and opened only with agreement. The applications have to be safe. Table C Demand responsive transport (DRT), public transport, bus fleets Moderator: Dr. Zsolt Denke - Assistant: Andor Háznagy Key findings and observations assigned to the specific questions ralated to the table topics: 1. How can we link urban centres with the hinterland (low-density areas)? (mobility within "extended urban areas" which are mostly FUAs) Ensuring adequate public transport is a complex task in Low Density Areas (LDA). There is a little experience available, because most traffic management experiences come from High Density Areas (HDA). Transport by car is not efficient enough in LDAs. At the same time, public transport and Uber can only be considered effective, if the commuters are travelling in the same direction. Globally, the main problem is the growing demand for mobility, which can only be influenced by the demand side. 2. What solutions do you have for PT in areas of low demand? DRT systems can provide LDAs with relevant capacity public transport vehicles and good traffic management at the moment. The phone-based system is already proven. Goal is to declare claim through applications. In the future, autonomous vehicles expect to play a greater role. 3. Do you have any practices or projects on the use of the new communication technology in the management of the flexible public transport? It came up as a solution to the whole transport problem that the business model needs to be rethought. More frequent work at home office and co-working spaces, as well as work during commuting can help to reduce traffic. These alternative working methods can be solutions to transport problems in LDAs. 4. Which type of bus fleet is working in your city (diesel, CNG, electric, hybrid, trolley, or other)? Participants of the roundtable (Ljubljana, Rome, Gothenburg, Helsinki, Porto and Budapest) presented their public transport fleets. Besides conventional diesel buses CNG and electric buses were highlighted. 5. What is your experience with your bus fleet in operation? CNG buses have good operating experiences, although it is difficult to place them in covered spaces or in garages. 9
10 The operating cost of electric buses is unclear. Currently, battery capacity is low. To serve a line, you need more buses, than in case of diesel buses. In the southern countries (Italy, Spain, and Portugal) the extra energy need of the air conditioners in summer is a problem. In northern countries (Norway, Sweden, Finland) heating is a problem in the cold winter session. 6. Do you have any strategy to increase clean bus ratio in bus fleet? Most of the EU countries have a commitment to switch to clean public transport vehicles until 2030, but the current operational experiences are not clear. Table D Sharing solutions, autonomous vehicles Moderator: Máté Lénárt - Assistant: András Vágány Key findings and observations assigned to the specific questions ralated to the table topics: 1. Will vehicle sharing increase or decrease equality in mobility? Vehicle sharing might increase or decrease equality in mobility depending on the model and the methods. Sharing creates inequality, because it depends on where you live, and who will be picked up and dropped off first. Traditional PT lines are not discriminating the passengers. Free-flow sharing systems have some unreliability, because there are not always available vehicles near to the passengers. The role of the public authority is important. The tools of the free market are not good for sharing, we have to control the system. Car-sharing could be cheaper than an own car. If too many people use car-sharing system, there won t be enough passengers for PT. 2. Will autonomous vehicles help to decrease congestion or does it generate new trips? Autonomous vehicles (AV s) will decrease the car ownership and it will be a solution for the parking problems. But autonomous vehicles will increase congestion. Autonomous vehicles will run all the time, and there will be a lot of empty run kilometre. AV s could be used for public transport, but the drivers will lose their jobs. The best solution is if we combine the AV s and the traditional public transport system. In the last part of the journey people could use AV s. Active mobility is more important than the sharing and autonomous travel modes. 10
11 3. How can bike sharing systems be fully integrated into the public transport system? Bike sharing can be fully integrated into the public transport system, the first step of the integration should be the ticket system and the journey planner. We also have to build bicycle roads and infrastructures. The integration is difficult, because there are different capacities than in the public transport, so it is just a part of the solution. Daily users can t use it efficiently. We should build safe parking places for private bikes near to the railway and metro stations (B+R). Managing a bike-sharing system is expensive, we should find where we can use the money in the most efficient way. Bike-sharing system is local, not regional. 11
12 4. CONCLUSIONS The aim of the workshop Managing transportation was to share experiences among metropolitan region partners of the project, to search for good practices and possible exchange of knowledge and to finally deepen the knowledge starting from the inventory. Participants of the workshop agreed, that the backbone of the metropolitan region s transport system should be public transport also in long term, where some good examples could be identified in Budapest. Public transport should be accessible, reliable and comfortable. It is also planned in the long term, that public transport should be decarbonized, which means mainly to phase out diesel buses. This is however not so easy at the moment, as current electric bus operational models have a lot of uncertainties. Anyway, the metropolitan region s mobility strategies count on having zero emission buses by In the meantime CNG buses could be a temporary solution. An important option for decarbonizing transport is to enhance walking and cycling as soft transport modes. Even better is to reduce transport needs for example with the help of new communication methods, working at home, etc. With the future development of autonomous vehicles parking problems could be partially solved, however road transport will not be reduced. The same applies also to electric cars, which do not reduce congestions. Carsharing could be a good way to increase the efficiency of car transport and combined with autonomous vehicles it could be a good solution for lower density areas. Autonomous vehicles are already available in the public transport (mainly in the subway system), where a good example from Budapest is the M4 metro line, which operates driverless, without platform screen doors. There is a need for integration between the city and region regarding transport management, between different sectors and also between service providers. A new way of integration is realized in the Mobility as a Service (MaaS) system, where a joint platform has been set up to integrate planning and managing trips together with buying and validating tickets. A future challenge of managing transportation is to find the right mix between different transport modes, shared solutions and autonomous vehicles in order to cut greenhouse gas emissions and create a livable urban environment without limiting the need for mobility. 12
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