VIsionary and vibrant actions through local transport demonstration initiatives

Deliverables

Result description Before CIVITAS there were no Car-Sharing stations in the city centre (old town) and no products/services specific to business clients. There have been trials to establish Car-Sharing in peri-urban areas, but they failed because of lack of demand. By this measure, new Car-Sharing services and products have been introduced. 9 new locations with 33 vehicles have been set up in the laboratory site. Car-Sharing has also been expanded to more peripheral areas, which previously have not been target areas. The idea was to raise demand for Car-Sharing by installing high quality stations with at least 2 cars. In Vegesack (2002) and in Borgfeld (7/2005), both districts at the very edge of Bremen, this concept was delivered although it was not profitable. To open the scheme to new target groups such as business people, cyclists and commuters is another element of this measure. A completely new product for business users has been developed. It consists of the following three core elements: an additional tariff that makes it easier for fleet managers to compare fees to those from conventional car rentals; the offer of business adequate car types and the set up of Car-Sharing stations in the city centre. In total, there is a growth of more than 42% of Car-Sharing users (actually more than 3,500). Who are the end-users of this result? Within the framework of the VIVALDI project, the following target groups are to be addressed: - Companies with vehicle fleets - to partly or completely replace their fleet with Car-Sharing; - Service providers dependent on transport to reach their customers (e.g. nursing services for private households, company representatives), as a substitute when a fleet car is out of order; - Residents of the peripheral area as an alternative to owning a second car;· working people who commute between the peripheral areas and a central public transport station by car and use public transport to reach the city (share and go for PT). Main innovative features/benefits (technical/commercial success factors) Car-Sharing has existed in Bremen for 15 years and still has a growth in membership. However, for further growth and for a more balanced use of vehicles over time it is necessary to gain new target groups. The two main groups that cambio addresses in VIVALDI are public transport users (see also related measure level results) and business users, by means of custom-tailored advertisement, tariffs and stations. Another strategy for Car-Sharing growth is to extend it into the more car-dependent suburban areas with a stronger focus on families. Market or application sectors & possible applications. The example of the business tariff shows that Car-Sharing organisations can win new costumers if they target enterprises. By this strategy it is possible to raise the number of clients and gain a more balanced utilisation of the fleet of shared cars. It is recommended to replicate this strategy, although experiences from another project (moses) indicate that a new Car-Sharing business should rely not too heavily on business clients. The conventional city dweller is required for the growth of Car-Sharing, particularly in its starting phase. Potential barriers Economic restrictions deter people from driving. There has been a huge increase in membership, but in total there is no significant growth in the volume of traffic (driven mileage) by Car-Sharing. This is good for the environment but is not good for the Car-Sharing business.

Result description Bristol City Car Club: officially re-launched on 5 February 2003 and now has over 250 members, a fleet of 25 vehicles and operates in eight city districts. A system has been introduced which allows members to book the car via the Internet or telephone and the Car Clubs control centre sends details of the booking to the cars onboard computer via GSM mobile phone. The Council has implemented 19 on-street parking bays for Car Club vehicles. At Southmead and Frenchay hospitals the Car Club operator has provided a car as part of the Travel Plan to encourage greater use of sustainable modes. There are signed planning agreements with developers in place to support the development of the Car Club scheme through the introduction of new vehicles, payment of membership for residents or provision of parking schemes in association with 7 new housing developments. Car Club membership was marketed to people who were considering buying a property in one of the new housing developments. Incentives for public transport use have been provided whereby all Car Club members are offered season tickets at a discounted rate. The complementary nature of the Car Club and public transport was reinforced by the use of on-bus internal advertising for a 6-month period in 2004. Bristol Dial-a-Ride: -The expansion of the Bristol Dial-a-Ride service into the previously unserved area -Operating area K9 with a new fully accessible LPG vehicle and the wider deployment of such vehicles. -Pilot of a new booking and scheduling system. Main innovative features/benefits (technical/commercial success factors) Car Club: - Extend operation of initial scheme to new city areas including clean vehicles. - Use of technology to improve booking, vehicle access and security. - Implementation of Car Club schemes associated with new housing developments and regeneration sites. - Controls on the level of private car parking provisions provided in a new residential development. - New integrated tariff structures to promote linkages between public transport and car sharing. Bristol Dial-a-Ride: - Utilise best available clean fuel technology. - Introduce a demand responsive transport service into a previously unserved city area and widen membership. - Upgrade new booking software to improve flexibility, operational efficiency and service responsiveness. Market or application sectors & possible applications Appropriate marketing and awareness campaigns have been successful in increasing membership of the Car Club. New tariff structures were introduced at the beginning of April 2003 to address the issue of how longer bookings are charged. Increased internal effectiveness has enabled the Bristol City Car Club operatives to focus more on the promotion of the club and member recruitment. A support team at SmartMoves head office has been created to liaise with developers and improve the partnership with BCC. Due to on-street parking vehicles can now be sited more conveniently for members and have greater visibility. Bristol Dial-a-Ride: -companies and organisations should consult passengers at the outset and throughout the process to identify service users needs and make necessary adjustments as the project continues to gain the maximum benefit from European initiatives. -recruitment and marketing should be timed to ensure that they are completed in time for the intended start date but not so far in advance that resources are not used effectively -Try to get LPG/Petrol vehicles direct from a manufacturer as a complete package, rather than being retrofitted. -Think about the back-up and servicing arrangements and availability of fuel when considering opting for a clean fuelled vehicle. -Consider the benefits of having an LPG refuelling system on site if at all possible to cut down on dead mileage and downtime. Potential barriers City Car Club: -Delay in obtaining on-street parking -Limited availability of off-street parking facilities -Implementation and development of electronic booking, on-board booking systems and reporting structures was more labour intensive than first anticipated -Changes in personnel within the Bristol SmartMoves office and Bristol City Council (BCC) Bristol Dial-a-Ride: -delay in vehicle delivery of 6-7 months, in Bristol Dial-a-Rides experience caused by the LPG vehicle being retrofitted rather than coming direct from the manufacturers production line. -The network to support LPG use in Bristol is lacking, particularly in terms of LPG refuelling facilities and garages that will service the vehicles. -A number of issues regarding refuelling included: -The variation in systems from vehicle to vehicle and the different types of nozzle at the fuelling stations. -Refuelling using LPG can take roughly twice the time to refuel with petrol. The contract for the new booking software package system was cancelled after 22 months of development and trials.

Result description The results for the Community Delivery Points (CDP) and Home Shopping Trials have shown that there has been a reduction in car trips as a result of the two schemes, but it has not been possible to state any quantified effect towards the Integrated Package targets. However, it should be stated that both schemes, and in particular the Home Shopping Trial, have provided social benefits to the end users. 3 TravelSmart (Travel Awareness/Marketing) programmes were conducted. 10 IPlus kiosks were installed in Bristol, with new transport information content introduced on these 10 and the existing 18 kiosks. On average the Bristol Travel Channel (BTC) is used 6 times a day on IPlus kiosks and the public will use on-street kiosks for information. Centres for E-working, commerce and learning: The Widening Access scheme has 40 members in total. The results of a user survey showed high levels of satisfaction with the service and that 25% of users wanted to use their PCs to complete on-line training and 13% wanted to be able to work from home. In total, 39% of the sample stated that the use of a PC at home has reduced their need to travel. Main innovative features/benefits The Home Shopping trial was conducted using the Companion, a new type of technology that was developed with the aim of enabling elderly and disabled people to live independently in their homes. Travel Awareness/Marketing: A powerful and innovative marketing and awareness campaign to promote project measures and encourage positive behaviour. Customised information about alternatives to car travel was provided. Information Kiosk / Advice Screens The aim was to introduce new kiosks in the VIVALDI targeted areas and demonstration corridors. The addition of new transport channels increased access to information for people in areas of deprivation and aid journey planning and access to employment and services. Centres for E-working, commerce and learning: Enhanced access to services - working, commerce and learning - through provision of new electronic systems and equipment aimed at reducing the need to travel. Market or application sectors & possible applications CDP: The trial was thought to be extremely successful and has been adopted as a standard way of working by Parcelforce Worldwide. Home Shopping Trial: The scheme has been a good way of promoting independence. There has been a reduced need for car travel both with users and in the number of trips that are made by carers doing shopping trips for individuals. It has highlighted the possibility of other applications for the Companion. For example in terms of monitoring the use of medication by individuals. It has been proven that there is a critical mass of the elderly population who make this type of shopping viable to the supermarket. Most people in the Companion trial say they would be prepared to pay up to £5, which is comparable to the cost of online internet shopping. Following issues should be examined in order to facilitate the scaling up of TravelSmart in Bristol and elsewhere: Successful communication within local authorities, regional and national government and partner organisations of the benefit-costs of the approach, which has been promoted through the UK Department for Transport Smarter Choices report; Gaining acceptance of TravelSmart as a capital investment alongside other major schemes, eg in Local Transport Plans. Potential barriers CDP Home shopping played a smaller role in overall sales than had been anticipated, which meant that supermarkets did not have the incentive to change their working practices on the scale required. The trial has required quite intensive one-to-one assistance in some cases. There are cost implications for the planned next step, which is to issue 100-200 people with Companions. Funding is a major challenge for the future, beyond the lifetime of the VIVALDI programme. Funding has been secured to continue the trial for a period of 12 months. Travel Awareness/Marketing Non-telephone households required additional contact by mail or door-to-door contact was used. This approach resulted in field staff being more visible in the target area and therefore at greater risk from interference by anti-social elements within the local community. A review of the convincing phase highlighted a drop-off between the numbers of people requesting personal advice on walking; cycling and public transport and actual home visit appointments booked. Occasions were also identified where households failed to make appointments/late cancellation. Information Kiosk / Advice Screens The ITS technical working group wanted to provide access to the trip planner on the kiosk to include walking and cycling as well as public transport info. This would have required a conversion of the trip planner software, which was too complex and expensive to achieve.

All of the measures of this package aim to increase the use of collective modes and, for some of them, the use of soft modes. Public transport promotion campaigns - Launch of a new student annual fare: the PassCampus: Numbers of student fares have started increasing again. The target users are students, commuters and residents attracted by new fares and the new bus route concept "Chronobus". Main innovative features/benefits -Individualized customer-marketing relationship. -Future electronic ticketing system will be based upon identified customer needs, and from the consumer point of view . -PT fares distribution channels diversification, new jobs creation for PT operator Market or application sectors & possible applications -PassCampus was the first experience that permit to launch one year later other annual fares: PassPrimo for pupils, PassRapido for highschool scholars, PassPartout for everybody in particular commuters, and two years later PassDiamant for elderly people. -Annual fares are an efficient way to limit fare evasion among younger population and invite to more frequent a usage for leisure trips. Potential barriers -Fear to create new production costs while implementing a new distribution system. -Reaction from retailers who saw their annual revenue decreasing with SEMITAN monthly tickets. Creation of a new bus route concept: Chronobus: Two bus routes modified under the new Chronobus concept have increased their patronage, respectively by 7% and 25%, between 2001 and 2004. The corresponding increase is about 560 000 trips by year. Main innovative features/benefits New kind of high performance and high quality bus route, intermediate between ordinary bus routes and protected reserved lanes. Market or application sectors & possible applications Nantes Métropole is studying an extension of this concept to 5 other main bus routes, facing the success of the measure. Potential barriers The need to reserve some public space for P.T. usage in constrained urban spaces is always very hard to negotiate with other public space users and side activities. Strong political will and constant listening to citizens comments is needed. Implementation of Nantes Métropole travel plan: Nantes Métropole travel plan signed early 2004 has generated an increase in P.T. annual fare holders by half between May 2004 and May 2005. Who are the end-users of this result? 2,200 UCN employees Main innovative features/benefits company travel plans Market or application sectors & possible applications -Strong will from the political power to obtain employees agreement. -Positive social dialogue instituted by the political power. -Incentive propositions to compensate advantage losses for both employers and employees. -Employees become aware of the necessity to develop a positive citizen attitude. Potential barriers -Resistance to change habits. -Considering that employee advantages, eg free parking spaces disposal, couldnt be changed Promotion of company travel plans between the end of 2003 and January 2006, 19 company mobility plans, representing close to 19,500 employees, have been signed. The corresponding P.T. annual fare holders have increased by almost 4, 000 between early 2004 and January 2006. Who are the end-users of this result? Employees of the main companies and institutions in the Nantes urban area and also shop keepers and small and medium size companies in the centre of Nantes. Main innovative features/benefits New style of Public Private Partnership in mobility management area. Market or application sectors & possible applications See Implementation of Nantes Métropole Mobility plan Potential barriers -Resistance to change habits. -Considering that employees advantages, like free parking spaces disposal, couldnt be changed. -French State attitude, doesnt want to give to its local civil servants advantages with the signature of a company travel plan. New parking policy and strategy: Parking policy based on reducing street parking spaces, extending pay street parking areas, creating enclosed outdoor pay parking, increased police control in the city centre and increased Park and Ride spaces along tramlines, has managed: -to increase parking turnover (20% of street parking spaces always free in the city centre), -to increase revenue from parking spaces (multiplied by 3 in 4 years), -to increase P+R frequentation and P.T. use to go to city centre. Who are the end-users of this result? Residents, visitors and commuters in the centre of Nantes Main innovative features/benefits new parking policy and strategy Global parking policy management Potential barriers -Resistance from retailers of the city centre who have to be convinced that the new parking policy is not against their business. -Resistance from residents and commuters to change habits. -Resistance from real estate builders or investors.

Result description Before the beginning of the VIVALDI project there were no initiatives in relation to car sharing in Aalborg. All of the car-sharing initiatives in Denmark except in Copenhagen have less than 20 vehicles per site and they only have a marginal impact on transport. As being one of the major cities in Denmark the potential for a car sharing scheme existed that would enable Aalborg to enter the national and European car sharing networks and support intermodality (e.g. replace private car journeys by combinations of non-motorised trips, Public Transport journeys and shared car journeys). The work undertaken included: - Creation of a private public partnership for car sharing; - Introduction of car sharing with on-line booking services; - Construction of dedicated parking sites for shared cars. The up-scale of the car sharing scheme has resulted in 7 car sharing sites rather than the 2-3 planned. The numbers of cars for sharing has increased and there are now 11 cars for sharing against 4-6 planned. In the long run the expectation is that an optimistic target for the scheme in Aalborg will be 10-20 shared cars replacing 40 - 120 private cars. Compared to a total of 4,000 private cars registered in the city centre, this amount is equivalent to 1-3%. The scheme contains now 11 cars, of which each will replace approximately 4.6-6.2 private cars. Therefore, the number of reduced cars are approximately 50-68, which are 1-1.5% of the private cars in the city centre. Who are the end-users of this result? The target users of the Car-Sharing scheme are primarily existing users of Public Transport and private and public companies. The members, private as well as companies, are those having limited needs of daily transportation or business people using Public Transport to travel to Aalborg but requiring a car due to the lack of other transport alternatives serving their destination. Main innovative features/benefits (technical/commercial success factors) Car sharing is at an early stage in Denmark with only a few car sharing clubs, none of which were in Aalborg. More of the grass root car sharing initiatives are taken over by commercial car rental companies. In order to make it attractive for these companies to introduce car sharing in Aalborg the Technical Department was prepared to transfer part of its annual 450,000km use of private car for business journeys to a car sharing initiative. So the scheme is a combined private/public scheme. This makes the utilisation of the vehicles over the day as efficient as possible, enabling the scheme to be economically successful. Market or application sectors & potential applications The car sharing scheme estimates to be a good measure for other cities with 100,000 citizens or areas with greater nodal points e.g. international airports, railway stations or harbours. The experiences from the scheme is: The good lessons learned: - To have the involvement of a private operator who has a clear business concept and focus. - To keep the scheme as simple as possible for the users; One payment only, which includes petrol, insurance, service etc., online booking system. - To be careful not to make the project too small scale. If there are too few cars and car sharing facilities it will not be attractive enough to have people joining the scheme. In Aalborg the operator started out with 10 cars and 5 planned dedicated parking facilities. (expanded after 3 months to 6 and after one and a half year to 7) Lesson to bear in mind: - It is necessary to have a tight project management to avoid the time schedule slipping. - The scheme has expanded less quickly than expected. It takes time to arrange such a scheme and create awareness of the scheme among the wider public. Potential barriers By creating Car-Sharing on a commercial basis, the cars have to have a fairly high use over the day and week. As private users main demand for shared cars is at weekends and in the evenings, efforts have to be made to open the Car-Sharing concept to private companies, public institutions etc. for daytime use on weekdays. The creation of a sustainable Car-Sharing scheme therefore faces the risk of a lack of interest among private as well as commercial users. Overcoming these obstacles requires promotion and a dedicated marketing and information effort.

Result description The main objective for the southeast urban area is to improve and promote new public transport facilities, alternatives to car use and less dependency on the car. It combines: - The creation of a new railway link between the cities of Vertou, St Sebastien and Nantes with the creation of new railway stations, Park and Ride and connections with the bicycle network, - The remodelling of RN801 motorway, a large urban-through highway located in an urban area inside the ring road, linking it to the Isle of Nantes. The project includes restriction of the number of car lanes, speed limitation and the creation of new inter-district links. - It is linked to the creation, on the RN801 space, of a new concept for the 4th major P.T. route of the urban network: the BusWay. RN801 remodelling is still under implementation with BusWay works and will be fully available in September 2006. Car traffic on RN801 has decreased by half. Two new stations have been created between Nantes and Vertou, with 360 parking spaces in Park and Ride and parking spaces for cycles. 19 round trips each day have been operating on the rail link since the end of 2003. Patronage has been growing very strongly since this date. Patronage on railway stations in Vertou and St Sébastien has tripled in one year and is still growing with a higher rate recently. Park and Ride services are overcrowded due to the effectiveness of car traffic restrictions on RN 801 (since April 2005). Bus stops, combined with train stations on the Nantes-Vertou railway link, have stopped their losses and seen their patronage increase again. Who are the end-users of this result? The creation of a new railway link between the communities of Vertou, St Sébastien and Nantes: Visitors and commuters from south suburban areas and south-east sector inhabitants (Vertou, Saint Sébastien, Basse Goulaine). The remodelling of RN801 motorway and linked public transport projects (guided bus corridor (route 4), connection with tram route 3, Park and Ride): Visitors, commuters, children and teenagers from south suburban areas and south sector residents (Vertou, Saint Sébastien, Rezé) are the target users. Main innovative features/benefits (technical/commercial success factors) - An urban P.T. project is developed on national rail tracks network (new railway link between the towns of Vertou, St Sébastien and Nantes). - Remodelling of a motorway for P.T. route implementation and car access restrictions (Remodelling of RN801 motorway and P.T. projects) Market or application sectors & possible applications Important conditions for successful implementation of the new railway link between the towns of Vertou, St Sébastien and Nantes are: - Strong will of political powers. - Strong willingness and positive attitude from technicians from all parts involved. Also for the Remodelling of RN801 motorway and P.T. projects, a strong political power is needed. Potential barriers Bus-tram material Guided bus-tram is not a common mode of public transport. It aims to offer the same comfort, reliability and safety as a classical tram but without the rail track infrastructure and is less expensive. The market to provide this mode is unclear. The first UCN call for tender to choose a manufacturer was unsuccessful, so UCN has launched a new call for tender. Due to safety regulations decided by the French State, the driver needs a corridor wider than the guide-way to correct the bus-trams trajectory. Therefore, UCN has to build a wider reserved corridor than necessary. Route 4 will be launched, even if the guided section is not complete. Works time South-east inhabitants and commuters experience difficulties during the works: · the number of car lanes will be restricted and the RN801 cannot be closed during the works because there are not many alternatives to cross the Loire river; · there will also be works on the ring road bridge crossing the Loire river (Pont de Bellevue). These works have already begun. UCN had to explain the works and promote alternative modes of transport: · use of tram route 2 (Pirmil connecting points and park and ride); · launch of the Nantes-Vertou rail link in November 2003; bus reserved corridor on RN801 (depending on the works) and boulevard Charles de Gaulle with Park and Ride facilities (the first works were done in spring 2003 to increase bus regularity and efficiency).

Result description New layouts of Tertre Campus site have modified the use of the space, with less cars and more pedestrians, but P.T. use has decreased on tramline 2. The students population structure is one of the possible causes of this. Its remarkable to note that Chronobus route 25 has increase its patronage by 23% on bus stops on the campus site. The new waterbus has also been a success even though its time table is not so attractive. Numbers of pedestrians and cyclists are growing in the campus area. Student association initiatives for the promotion of cycling and carpooling have had quite a good response from students and need to be encouraged. Many quantifiable targets are fixed to 2012, so its difficult today to say if they are achievable. Who are the end-users of this result? The remodelling of the university campus site, according to the travel policy: Students, teachers and employees of the Nantes University in the site of the Tertre. New shuttle boat serivice: Erdre campus students and workers are the main targets for this service, but also all people travelling between the main railway station and the city centre or the edges of the Erdre River. Incentives car-pooling launch of www.illicovoiturage.com: Students who come by car to the Tertre campus site and other University sites. Vélocampus actions: Nantes Students New student services centre with travel services: Nantes Students and student associations Main innovative features/benefits (technical/commercial success factors)- New parking standards for new buildings- New shuttle boat service- Use of new Internet technologies for promoting carpooling- First bike renting service on the University campus Potential barriers The main task in the campus area is to coordinate all the projects together, promoting alternatives to the car whilst reducing the offer of car parking spaces (but not too quickly). These are the main barriers: Parking policy The number of parking spaces must be reduced progressively but the construction of new university buildings will remove too many spaces. Therefore, UCN will need to create a temporary 300 space car park in 2006. With the decrease of the car's usage rate, the temporary car park will be removed progressively between 2007 and 2012. To build the temporary car park, UCN need to buy land owned by a religious congregation which is near the campus site. UCN also needs a right of way in another congregation property to create the pedestrian and bicycle links between the Tertre site and the sciences campus site. UCN is negotiating with this congregation. To avoid parking problems in the neighbourhood streets of the campus due to car access restriction in the Tertre site, the idea could be to introduce a new regulation in the area. This regulation would aim to protect residents. Vélocampus Since its creation, Vélocampus has been given financial assistance by the French State to pay the two employees salaries. The State aims to reduce its subsidies over the years. UCN has to balance this reduction and Vélocampus must find other ways to earn money. The Vélocampus services are very successful.

Result Description: According to the contract amendment, the following tasks should be performed: - Testing and implementation of efficient city logistics goods distribution with two low emission trucks (CNG and bio diesel; see also WP 5.2) - Optimising routes by using modernized IT-communication equipment; - Bundling of delivery trips to big shopping malls and testing a new city-centre oriented concept; - Negotiations with shop keepers for a demonstration on a delivery service from Point-of-Sale to Delivery Points (e.g. garages) or home delivery. In the initial measure template the implementation of four low emission vehicles (7.5 to - 12 to) for City Logistics delivery was intended. 4 routes were set up for bundling transports inside and outside of Bremen. (Dodenhof, Edeka, Daimler Chrysler, Metro). It was impossible to purchase a CNG-truck of size 7.5to - 12.0to gross weight due to non-delivery or too high purchasing costs. Nevertheless City logistics bought a bio-diesel truck to assess the economic and ecological impacts and to test the new online telematics systems. City Logistik does not use the developed telematics system, which optimises different routes, because the company does not need it for their new transport concept. Who are the end-users of this result? Freight operators in the Central Business District of the Bremen inner city and shopping centres in the suburban area as well as in the region (Weserpark and Dodenhof in the East of Bremen). Main innovative features/benefits (technical/commercial success factors) Since 2000/2001 a strong increase of courier, express and parcel services occurred, as well as more efficient logistics concepts within the German retail sector. As a result, economic groupage-transports into the city centre of Bremen could not be increased, only stabilised. Against this background, groupage-transports into the urban fringe of Bremen were successfully strengthened, building a core element of the economic basis of CL-activities in Bremen. Market or application sectors & possible applications To provide more efficient and cleaner transport to key target areas such as city centres or regional shopping centres remains a difficult task Potential barriers City logistics have to deal with several structural problems and developments. The following list gives an overview of different barriers for a growth of city logistics: - The CL service usually only includes transport services (value-added- services are often missing) - Fluctuation/variation of the sending quantity / low level of classic CL-goods (approx. 20% market share) - Cooperation-structure of City-Logistics (almost no retailers but only forwarders) - high intensity of competition - Telematics problems: Exchange of data, collecting activity, different interfaceso Corporate identity problematico Missing regulatory political preference of the CL vehicleso Atomisation of the sending-sizes (more and smaller shipments - the grouping of the goods is difficult) with very small courier services (often offered from free-lancers) - Intense growth of the courier-, express- and parcel-services (ebay-sation) - Economic problems after ending the model of financial support, for example the high costs of the grouping of the goods endangers the economic success A city logistics company which is fixed on delivering to the city centre is not viable. Successful companies make most of their profit by serving clients with special needs and by delivering to other problem areas. In order to sustain city logistic companies, regulatory policy support is needed. Some kind of prioritisation in terms of delivery times or exclusive access is also required. Regarding the use of CNG trucks, the situation is even worse. The vehicle manufacturers are obviously not taking the risk to push CNG in road freight transport. As stated in the implementation report: Promising advertising of CNG trucks from car manufacturers always ended up with disappointing offers. Announcements of the new DING-technology (direct-injection natural gas engines) are only running as field tests with one truck and will not be on the market before 2006. Volvo will produce a new diesel truck, which will fulfil EURO V standards in late 2004 and totally abandoned the CNG-programme. Mercedes will not produce 7.5 to 12.0 to CNG trucks, because the research department is focusing on fuel cell and hydrogen technology. The plan to buy at least one vehicle at the end of the VIVALDI project failed in June 2005, because a promised and advertised truck (IVECO EUROCARGO 12.0 to CNG) has not been delivered due to a sudden management decision.

This task required the participation and co-operation of several partners with different roles in the planning process for a new border-crossing tramline. The planning and participating process was intensified and is taking longer than expected. The construction phase for the tramlines 1 and 8 is scheduled for 2009. The delay is partly due to the long debate on the appropriate route that the forthcoming tram is to take. The delay may caused to some degree by political obstructionism. The recommendation of the voluntary local planning council Planungsbeirat has not been accepted by the social democratic party (SPD), so that the decision on the appropriate route could not have been taken for a long time. Round table and cost benefit analyses were important steps to increase the acceptance of residents, experts and politicians. The experience with the extension of tramline 4 served as a reference for tramline 1 and 8. For tramline 4, no quantifiable targets have been stipulated but it is clear that it should lead to a higher use and acceptance of public transport. The 2nd construction phase of the new tramline 4 was finished in Dec. 2002 and it opened as scheduled. Evaluation shows that the new tramline 4 attracts significantly more passengers (+40 % and higher) than the previous bus services. This means that residents who have never used buses in the before situation now get on the tram. 28,000 residents and public transport passengers will benefit from the tram train concept. Main innovative features/benefits: Renaissance of the tram (set up new tram lines) New tram routes that cross the border of the Land Bremen (it is very innovative for this region to include communities of Lower Saxony in tram planning procedures of the City of Bremen.) Use of a mixed service of heavy rail and trams - using an existing freight rail track. The situation of integrating an underused rail track into a tram network is potentially transferable to many European cities as there are many underused rail corridors both with and without freight services. Market or application sectors & possible applications In general, the shift from bus to light rail in the suburban region is likely to be an efficient means of improving the public transport system so that it can compete better with private car usage. It also contributes to the development of the area. Despite high investment costs, mainly covered by the national state and not by the communities, a positive effect can be expected, as the operation of PT is getting cheaper. In general a tramline extension can be recommended for other cities. Despite the benefits to the public, major projects always produce negative effects on some residents. The experiences from the extension of tramline 4 show that the majority of the affected population are in favour of the tram projects. However, the involvement of the locally concerned, the public debate about the tram, and the consideration of informal and formal participation activities are essential. The arguments of opponents have to be taken very seriously and it is the task of the operator and the City to deliver comprehensive information about the process and targets of the project onsite. By no means should these activities and processes be viewed as factors that delay the implementation of the measures. They are likely to be necessary in each European country. A further lesson refers to the use of old or underused freight rail tracks. There is a strong argument to revitalise those routes by running trams on them, but it is also necessary to plan easy access for passengers by close, convenient and safe access to tram stops for residents for the routes to be successful. Finally, the extensions of the tramlines across the administrative borders of Bremen are a step towards the construction of a metropolitan area including Bremen and surrounding municipal areas. Bremen is both a city and a state (Land). Barriers between the communities for a common region are much higher than for other German cities, like Hanover or Stuttgart. PT is fundamental for the building of such a region. When Bremen and its surrounding municipalities agree on a common tram network, it is a big step forward. Potential barriers Tramline extensions are major projects, which affect the mobility patterns of many people and which also have various consequences for those concerned. They are very expensive and therefore they rely heavily on financing by the national state. They are controversial and they require political legitimacy and the acceptance of the citizens affected. The concrete alignments of new tramlines are a particular matter of dispute. These characteristics often cause a long lasting planning, participation and implementation phase, which can be seen as a barrier to realisation but also as necessary steps for a well accepted transport measure.

Result description The Intermodal Trip Planner (ITP) promotes the use of non-car modes by providing door-to-door journey plans for bus, walking and cycling trips within the city. Integrated Pricing & Electronic Payment: The scheme has not yet been launched to the public. New PT Contracts/Bus Priority and Real Time Info Bus priority and RTI provision have been extended. Two buses were fitted with particulate filters reducing Hydrocarbons and Carbon Monoxide by a minimum of 50% and Particulate Matter by up to 90%. 22 buses were fitted with particulate traps removing over 90% of particulate matter, hydrocarbons and carbon monoxide. In addition to the extension through VIVALDI of the on-street RTI system to include 75 bus stops. Interchange Facilities: This measure aims to improve facilities and services for travel by and transfer between a range of non-car modes including bus-rail, bus-bus, and Park & Ride. Park & Ride: The evaluation results have shown that there has been a high increase in the number of passengers using the P&R services over the VIVALDI project timescale. A Taxi-Sharing service was implemented in an area of Bristol that was poorly served by conventional public transport services. After 6 months the scheme had 125 members. The Cycle Resource Centre (partnership between the Council with the Mud Dock Café/Cycleworks) offers a range of services: secure cycle parking, shower/changing facilities, repair facilities. Main innovative features/benefits The ITP provides information on public transport, cycling and walking, allowing users to compare solutions and travel options (first UK journey planner to provide integrated cycling solutions in an urban context). The development of an integrated pricing strategy between modes and operators is a novel approach in the UK where deregulation has resulted in an increase in the number of operators. New Portway Park & Ride site and dedicated bus service, and package of measures to improve the usage and attractiveness of this and an existing site on the A4 Bath Road. Taxi-Sharing combines the flexibility of a demand responsive service with the efficiency of shared journeys and is the first service of its kind to operate in an urban area. Intermodal integration - Walk and Ride, Bike and Ride:Implementation of the UKs first purpose-built Cycle Resource Centre. Market or application sectors & possible applications Integrated Pricing & Electronic Payment Using one company to manage scheme integration, and thereby acting as one point of contact, would have been more convenient, faster and more secure for this scheme. New PT Contracts/Bus Priority and Real Time Info This project has demonstrated that Showcase Bus Routes can enhance trade for local shops. Interchange Facilities Close partnership working is needed to develop and implement access and interchange improvements focused on a particular site. P&R The key lessons learned from the implementation of the P&R scheme are that with major works of this type there is a need for thorough planning and strong project management. Taxi / Public Transport Integration Taxi operators and users are cautious about participating in a new type of transport scheme. It is also evident that the scheme required a targeted and coordinated marketing campaign. Intermodal integration - Walk and Ride, Bike and Ride The Mud Dock Cafe, which operates the CRC, is a private organisation, which meant that the cost of designing and running the centre needed to be commercially viable. The project has shown that it is not commercially viable to implement a CRC on its own. Potential barriers ITP A lack of raw data such as incomplete electronic bus timetable information and incomplete walking and cycling networks; At the time of development there was no suitable map base containing the required transport information. This created more work as a database of one-way streets and banned turns had to be created manually. Ordnance Survey have since produced an Integrated Transport Network layer which includes this data. Taxi / Public Transport Integration The Taxi-Sharing scheme is the first of its kind in an urban area in the UK. The fact that it is a new type of service caused confusion regarding booking arrangements and use of the service. The innovative nature of the scheme proved to be a barrier to its implementation, in that it deterred private hire operators from tendering for the contract. Intermodal integration - Walk and Ride, Bike and Ride The owner of the CRC has recommended that anyone considering developing a similar scheme should ensure a design and build contract at a fixed price that has a partnership agreement made to ensure collective responsibility. A packaged rather than a piecemeal approach will lead to greater ownership of the project and reduce problems caused by contractors protecting their own interests at the expense of the project.

Result description The seven streets comprising the Dings Home Zone were comprehensively redesigned using best international practice. Residents have been involved throughout the whole process. The Home Zone has changed the balance of use of the street from being vehicle dominated to a more equitable social space, completely open to pedestrians and other non-motorised users. Two Community Travel Workers (CTWs) have been recruited and worked in the Dings Home Zone on travel awareness and marketing campaigns in other targeted areas. Walking and Cycling infrastructure is improved in targeted areas and corridors. Linking of provision to other project measures e.g. integration of corridors to Home Zones and Clear Zones. Six schemes have been successfully implemented including the extended Bristol-Bath railway path, integrating the path within the Dings Home Zone, and Crox Bottom linking with the Showcase bus corridor. Main innovative features/benefits (technical/commercial success factors) Use of innovative approaches to design and implement the Home Zone include: - Sustainable Urban Drainage System (SUDS), a permeable paving system: rainwater falls on the highway surface to follow its natural course and drain into the sub grade and not into a piped sewer system. The Dings scheme is one of the first and also the largest areas of permeable paving SUDS in the adopted highway in the United Kingdom and is the first area that the Highway Authority has been prepared to adopt and maintain in Bristol. - Dings Home Zone Artwork: - Residents Parking Scheme Consultation: The proposal for a permit controlled parking regime that does not rely on enforcement by visible lines showing where vehicles cannot be parked is a new concept for the UK. Market or application sectors & Possible applications The Home Zone concept has been implemented in other parts of Europe, but several aspects of The Dings Home Zone make it a good model for future work in other cities: - The community involvement process has helped to demonstrate the positive impact residents can have on local transport projects and has increased the enthusiasm they have for helping to improve their local environment. The Environmental Performance Team at Bristol City Council propose to promote the use of the permeable paving - SUDS in new developments by using The Dings Home Zone as a case study. Developments submitted for planning approval are being encouraged to install SUDS where seen as an appropriate solution for drainage of the urban environment. CTW helped to facilitate communication as well as acting as a central point of contact for information on all aspects of the project. Potential barriers The Dings Home Zone: - Complex legal matters relating to Traffic Regulation Orders both the temporary orders required to enable the road closures that facilitated construction of the works and the permanent orders to regulate the use of the adopted highway that is the completed scheme. - Liaison with all utility providers in the area regarding schedules of major maintenance work - Location of both existing over ground and underground public utility plant. This has restricted possible layouts of the streetscape and required diversion works have significantly affected delivery programme and available budget. - Resolving future maintenance issues with local authority departments especially those traditionally looking after the adopted highway. - Technical issues related to the use and adoption of new types of material in the public highway. - Parking provision is a key issue in the development of Home Zones. Lack of resource or community consensus required to develop the proposed controlled parking zone (or residents parking scheme), which could endanger the effectiveness of the innovative positive parking design of the Home Zone. - Need to source additional capital funding to enable more of the masterplan to be completed. - Minimising disruption, parking displacement and maintaining vehicular access to core residential streets during the construction phases. Also during the construction phases being unable to control and legally enforce available parking in favour of local residents. - The impact of new property developments that were initialised, designed and constructed during or after the masterplan had been developed. This affected both the final layout and construction programme that could be undertaken. - The long gestation period from concept to design and the design to full construction was affected by natural turn over of residents. The project of the CTWs was fortunate to have a very low staff turn-over rate in one of the two posts, which allowed the residents to get to know and trust one individual, helping to foster further support and participation in the process. Within the walking & cycling project, land procurement took longer than envisaged.

Result description The central part of the planned measure relating to Bus Priority and RTPI was: Introduction of advanced ITS in Public Transport including: - Bus computers in 188 vehicles. - 4 sites with street displays for Real Time Passenger Information. - Bus Priority at 20 signalised intersections. - An allocation system for the flexible use of platforms at the compact coach terminal. - Wireless local area network (w-lan) and mobile communication systems. The measure is now up-scaled to contain: - Bus computers in 209 vehicles - 31 more than planned. - 32 sites with street displays for Real Time Passenger Information - 28 or 700% more than planned. - Bus Priority at 23 signalised intersections - 3 more than planned. Who are the end-users of this result? Nordjyllands Trafikselskab - responsible for regional bus services - and the Technical Department of Aalborg Kommune - responsible for urban bus services - are the key stakeholders of the telematics project. The telematics solutions are mainly targeted at Public Transport users. However, it is also important to use the systems to improve the drivers working environment as well as the planning and monitoring options for operators. Efforts have been made to define a system to serve all of these purposes. One example is the use of real time information for Bus Priority at signalised junctions. It provides a better service for the users, enables less stressful driving and is economically more efficient for the operator Main innovative features/benefits (technical/commercial success factors) Before the project, no large-scale implementations of AVL, Bus Priority and RTPI had been made in Denmark. The introduction of these measures was combined with the implementation of a new Public Transport plan that included a new local train service, and together these are expected to radically change the image of Public Transport in Aalborg. Market or application sectors & potential applications A challenge during this project has been to get the best available technology and make it work satisfactorily. In order to reach this goal and find the best supplier, the project was put out for tender. It has been a challenge to get all of the relevant stakeholders involved so that all ideas and relevant experiences could be collected. The lesson learnt is that it is important to keep control of all aspects of a project. The revenues from telematics are much higher than the costs. However, it is important to remember that the revenues related to time savings are difficult to convert to economic saving because it is often a periodic time saving and is hard to implement to the timetable to produce savings in driving time. What probably is more important due to the revenues is that the RTPI makes people feel that there is no delay even if there is and this will probably result in much higher revenues and a better image than the saved hours because of Bus Priority. A possible market is a new group of users that not are using Public Transport now because they find it too slow and out of date. With the new IT solutions and a better travel speed due to Bus Priority, it is plausible that a part of this group will use Public Transport in the future. Potential barriers Barriers: - The PT organization had to get used to and learn to accept the new telematics. The drivers feared additional tasks aside from their normal job and increased surveillance. - An extraordinarily rise of the ticket price for Public Transport as a result of reduced subsidy from the Government has worsened the temporary reduction in the number of passengers caused by the reorganization of Public Transport. This situation has strengthened the passengers opposition to the changes during the process. Drivers: The necessity to improve the image of Public Transport has been focused. In the last few years the number of passengers has reduced by approximately 2 % per year and hence an improvement for PT in Aalborg was required. The political ownership of the project has been essential in regard to its successful implementation. It became particularly important when delays, technical problems or other challenges necessitated political support.

Result description Electronic ticket marking machines are installed in almost all of the auto and trolley buses, with 309 installed in Kaunas buses and 460 installed in trolleybuses. All single tickets are validated on public transport once they have been marked in this machine. The ticket is marked with the year, month, day, hour, minute and ticketing machine number and the name of the stop where the trip was started. The ticketing machine functions automatically when the ticket is placed inside a narrow slot and in each vehicle, each single machine is managed from a central unit and has a compulsory blocking system which renders it impossible to mark a ticket in the machine. The ticketing machines are turned on and off from the general management unit, which has a time clock. In some of the new Solaris buses, the ticket machines are operated and controlled by a central computer in the drivers cab that also operates the electronic information and direction screens. It was initially a difficult task to justify the purchase of new ticket validating machines but clearly the old ones were out of date and not suitable for current situation. Also, the new machines were less likely to be open to cheating and misuse by passengers. The cost of the new ones was justified by the fact that we could use these new machines in line with our e-ticketing plans for the future as well as them giving us many more possibilities in terms of ticket diversity (time tickets). The machines currently used on all trolley and autobuses for issuing tickets on-board the vehicle are also being phased in as standard equipment on all new microbuses. Where they are not currently in use on these vehicles, this is due to some microbus companies still being under old contracts and therefore the municipality has no jurisdiction to enforce new equipment upon them. However, under the terms of re-tendering old contracts that come up for renewal, the municipality is pushing through a range of requirements that microbuses have to fulfil before being awarded a new contract - including improvements in air emissions, passenger comfort and safety, and ticketing (which will be as it is on the auto and trolley buses - apart from the price per trip which is almost fifty per cent more expensive per trip. Who are the end-users of this result? The new systems engage with a large percentage of the population of public transport users in Kaunas - almost 64% of the population of Kaunas City. The most common reason for using public transport is for the daily return journey to and from work. This represents approximately 40% of users with the most common route being between the inner districts and the city centre. Main innovative features/benefits (technical/commercial success factors) Innovation is in many cases relative, and so for Kaunas what is innovative here may be common practice in a partners country. Therefore for this project, when we set out to plan our project outputs, the areas of innovation were the: - Introduction of fixed-date tickets;- introduction of electronic tickets. Market or application sectors & potential applications Not really an applicable question for this particular activity; the ticket machine is a simple machine that has been tailored for the needs of Kaunas city public transport users. Potential barriers Barriers here are clearly the ability to implement technological improvements on a public that are not always sure of the benefits. We have embarked on a plan of action to work with better equipped external marketing companies to ensure that we deliver a good compromise.

Result description 73 LPG vehicles have been introduced in the Council fleet. Work through the local service supply network has been completed, achieving its target of generating 50 LPG conversions amongst 4 sectors. A web portal provides a directory with a range of information about local converters and suppliers and a set of individual case studies has been produced to promote further take up of LPG beyond the project. 58 buses in Bus and Coach fleets have been retrofitted with exhaust treatment equipment including particulate traps that are capable of removing over 90% of particulate matter, hydrocarbons and carbon monoxide. 50 solar powered wig-wag school warning signs across 21 locations in Bristol: Power savings have shown a saving of 42,573.6MJ (11,826 KWh) over 3 years. Implementation of the Flywheel Powered Tram was abandoned Main innovative features/benefits Clean & Efficient Buses Hybrid vehicle: one of two vehicles in the UK, which will be within the first wave of practical application of hybrid technology into inner city shuttle buses. Hybrid bus: first in the UK to receive the status of Low Carbon Bus from the national government based upon its low level of emissions. Clean Fleet Vehicles - Utilising the best available clean fuel vehicle technology. - Assist in stimulating a sustainable market for clean and efficient vehicles. - Integration of clean vehicles into the city centre Clear Zone. Renewable Energy Supply: - Encourage greater use of renewable energy by green procurement to stimulate additional supply capacity. - Use of renewable energy sources for clean fuel vehicles. Market or application sectors & possible applications Clean & Efficient Buses It is preferable to procure LPG/Petrol vehicles direct from a manufacturer as a complete package, rather than them being retrofitted. Clean Fleet Vehicles Aside from LPG the state of market readiness of the clean fuel technology chosen requires further development by manufacturers and suppliers. Implementation of the battery electric and hybrid vehicles was restricted by the relatively small number of vehicle models available. Developing a robust technology, which can be implemented to programme, remains a challenge. Development of Fuel Supply & Local Service Supply Network By providing a package of information and support, the take up of clean fuel vehicles can be increased. Renewable Energy Supply Although the market is growing, many products are not well developed and/or suffer from operational drawbacks over conventionally powered equivalents. Exception: highway signs, solar power operation reduces energy use and operational cost, but also avoids time consuming and potentially costly installation of a conventional wired power supply. Flywheel Powered Tram The Council has negotiated a new procedure with the Strategic Rail Authority whereby the social benefits of continued or renewed rail use can be used to justify a reduction in the cost of the land transfer to the Council. Potential barriers The schemes in this integrated package are heavily reliant upon the availability of suitable vehicles and technology and the level of confidence of users and operators in the deployment process. Clean & Efficient Buses There was a delay in delivery of the LPG minibus of 6-7 months, caused by the LPG vehicle being retrofitted rather than coming direct from the manufacturers production line. The network to support LPG use in Bristol is lacking, particularly in terms of LPG refuelling facilities and garages that will service the vehicles. BDAR identified a number of issues regarding LPG refuelling: - The variation in systems from vehicle to vehicle and the different types of nozzle at the fuelling stations. - Overspill from the system when refuelling can go over clothing and hands. - Refuelling using LPG can take roughly twice the time to refuel with petrol. The hybrid bus has yet to complete a satisfactory period of problem-free operation, which has eroded the confidence of the bus operator in the hybrid technology. Development of Fuel Supply & Local Service Supply Network Take up amongst SME group fairly low - most likely due to complications with fleet finance arrangements, the grant window not coinciding with businesses' plans to renew/replace vehicles and the large take up of diesel vehicles amongst fleet managers Fairly slow start to the scheme with little take up of grants - for most users the cost of conversion is something that needs to be anticipated and carefully considered Renewable Energy Supply The need for all equipment used on the highway to obtain UK type approval is a potential deterrent to early adopters of new technology, as they inevitably have to carry some of the risk, particularly in terms of timescales. Flywheel Powered Tram Given that this service was planned to operate on disused railway tracks, the scheme was wholly reliant on access to this infrastructure.

Result description New CNG buses operating and purchased through the VIVALDI project: - 130 HEULIEZ GX317 CNG standard buses. - 21 VOLVO 7000 CNG articulated buses. At the end of 2004, the SEMITAN fleet comprised 191 CNG buses out of a total of 304 buses. CNG bus fleet: - Average fleet age: from 9.8 years in 2001 to 5.5 years in 2004. - Urban network patronage increased by 15.7% during the project. - Between 2001 and 2004, patronage increased by 7.2% on the 27 routes operated with CNG buses in 2004, when overall patronage on bus routes was decreasing (-1,4%). - 81% of the customers are transported with clean fuels (electricity for tram and CNG for buses). - 55% of the overall number of kilometres run on the Tan network is operated with clean fuels. The pollution emitted by the bus fleet (CNG + diesel) compared with a full diesel bus fleet (do nothing scenario): - Carbon monoxide (CO): - 5% - Non-Methanic Hydrocarbons: - 27% - NOx: - 23% - Particles: - 42% - Globally, the corresponding social cost: - 24%. A new gas power station and adapted south depot operate since June 2003. The comparison between a scenario without the building of a gas station owned by Nantes Métropole (i.e. with a GnVert contract) and the current situation is in favour of the latter. Difference for 2004 energy cost of CNG bus fleet: - 4% Difference for 2004 energy cost of the all fleet: - 1.3% Who are the end-users of this result? Local authority - new elements are provided concerning the choice of large scale implementation in terms of clean fuels Citizens are the end users of a city with less emission Current and potential public transport users. Environmental sustainability can be used to support existing PT users and convince non-users to modify their behaviour. Semitan internal publics (maintenance staff, drivers, fleet manager). Main innovative features/benefits (technical/commercial success factors) Internal design specifications were developed before the technical ones. Early 2001 Semitan described its marketing objectives to the designer, who proposed three different options in terms of lay out, information displays, handles, lighting and colours. A prototype bus was made in autumn 2001 and displayed at the GART congress in November 2001 after the agreement of the design by SEMITANs management committee and marketing department. Homemade fuelling station, built and owned by Nantes Métropole, in contrary to the first station, which had been built by and belongs to GnVert, sister company of the national company Gaz de France. Enabling to proceed to call for tenders among CNG providers, instead of being obliged to purchase the fuel only to Gaz de France that is the case with the station implemented through previous project. CNG purchase at cheaper costs than for the first fuelling station. (Cheaper operational costs). SEMITAN staff gain real expertise in terms of managing CNG. Market or application sectors & possible applications Effects on the bus network enhancement, especially when implementing a Chronobus route - a direct link with the CEN quality process, for which one of the requirements is to use CNG buses on these particular routes. Drivers: - Strong political willingness to develop clean fleet. - Financial support from European projects. - Less reluctance from maintenance staff and drivers, due to the experience gained within previous EU projects. - Good acceptation by the public and customers. - Help to enhance the image of the bus Potential barriers Difficulties on probation processes. - Initially, 50 HEULIEZ GX317 CNG buses should have been delivered between April and July 2002 and 42 more between December and October. The first buses were ready in April but not fully approved. They were finally delivered in August and put into operation in September 2002. In December 2002, among the CNG standard buses ordered, 67 were delivered to SEMITAN. 62 were commissioned and put in service. 5 of the 67 buses have been postponed. And finally, for the same reason, SEMITAN was required to stop the delivery of the remaining order planned for 2002 (25 CNG buses). - The 30 articulated VOLVO 7000 CNG buses ordered by SEMITAN were still waiting to be delivered in February 2003. The decision concerning the official probation by French Ministry was a very long process. Vehicles were manufactured and were stored in Poland. The French office for homologation (DRIRE, part of French Ministry of Industry) had still not given their approval to operate these vehicles in France, whereas TÜV has done so in Germany. They were put in operation on the 15th July 2003. Lack of visibility of the overall economical efficiency due to the relative short-term experience at that stage (i.e. CNG bottles maintenance).

Result description: The main measures undertaken to improve public transport services are: Creation of a new city public transport route and schedule databases through the implementation of the PIKAS software programme system. Study of passenger flows in the city public transport system (changes caused by decrease and increase of passenger flows influenced by new location of attraction centres or moving out of old one). Improvement of organisation and quality of public transport services with emphasis on social and environmental concerns of citizens. Who are the end-users of this result? The users of public transport. Main innovative features/benefits (technical/commercial success factors). The PIKAS system for traffic planning and management has a digital map editor that can directly register on the map not only all bus stops, crossroads and segments of streets, but also the capacity of crossroads in the course of a day during different weekdays and seasons. A key advantage is its ease of usage for the transport specialists, for example any data displayed in tables of the main "Pikas" program can be copied to Windows Clipboard and pasted to other Windows programs. Market or application sectors & potential applications Possible Market? PIKAS is a private company product and as such the Kaunas City Municipality has no power or role to play in promoting or sponsoring further market coverage for the product. PIKAS is already successfully operating in other Baltic cities. Public transport routes have been managed in such a way that they better reflect their usage. There is also now a clear line of feedback from the passenger to the transport division at the City municipality and this aids the constant monitoring and evaluation of the PIKAS management system. However, we were not prepared for the amount of feedback that we receive from the public and we have needed to revise our internal administrative process to ensure that we satisfactorily reply to these comments and suggestions. Car usage - we have not made any real impact here, apart from some decrease in air pollution perhaps on car-free day in Kaunas as part of the EU Mobility Week; and perhaps we should have been a bit more realistic. We will, however, persevere and continue to make public transport the most attractive form of city transport for our citizens. Potential barriers. The original PIKAS system contract was negotiated without an inclusive annual update as part of the package. This meant that when we had been using the system for a year, the makers decided that our 2000 system was no longer compatible with the PIKAS support structure and therefore we needed to update our system to a PIKAS 2002 model. This in turn meant finding additional funds to complete this service update. The outcome was that we are now contracted with the PIKAS support staff to complete updates automatically as part of the new negotiated contract.

Result description: The measure concentrated on the provision of public transport information, including a website and improvements to stops and shelters. During the implementation of the project, 367 new bus shelters were provided in Kaunas and approximately 1300 cylinder type cases for public transport timetables. All newly implemented bus shelters have information stands for Kaunas public transport route maps. Public information took many forms, although we were particularly proud of the innovative Transport Routes and Tourism Sites map we produced. This proved to be so successful with tourists and visitors that we ordered extra copies for inclusion in a glossy Kaunas Tourist Book and advertised the fact on the front cover! We are also pleased with the colour route map installed on all buses and trolleybuses, with public comments posted on the website particularly welcoming this innovation. Other formats included stickers on buses and trolley buses advertising the public transport website and the production of a CD promoting the improvements to our public services throughout the VIVALDI years - this was used at an international business expo in Kaunas in the summer of 2005. Public transport website pages (www.kaunas.lt/transportas) on Kaunas public transport were created and are updated (technically through the PIKAS system, and in other ways through public feedback on its usefulness and relevance). The new website was launched in May 2005 and has since generated around 130,000 hits - this equates to approximately 700 hits per day, over 5,000 per week and some 21,000 per month. It became possible to obtain information on public transport by SMS message from spring 2005, however there is currently no statistical data on the number of people using this service. Who are the end-users of this result? All users of the public transport, but with a particular emphasis on disabled users. Main innovative features/benefits (technical/commercial success factors) - PIKAS public transport management system and the way in which it produces easy accessible timetable information that can be directly linked to the public transport services information website. - Circular information holders designed for the information provided by the PIKAS system - Transport route map with key tourist sites of interest on it - a first for Lithuania! Market or application sectors & potential applications Access and Security Improvements are closely connected to the New Public Transport Services measure via the PIKAS system, which is the traffic management programme. The PIKAS system allows better coordination of public transport services. In highlighting gaps in service provision, it helps to provide information that is used to improve public transport services. It is also an integral part of our commitment to improved communication with the public through the real time timetable information on the website. The project has focused us to explain to external designers and marketing companies exactly what message we would like to communicate to the public in new sources of information and in the production of our Transport Services promotional CD. Future plans involve increasing our public transport information services through the mobile telephone network by improving the provision of SMS information service. Potential barriers VIVALDI helped to obtain other EU funding through the EBRD for the purchase of a new fleet of SOLARIS Euro III auto buses for the city. These buses have drop floors and ramps to allow easier access for disabled users as well as for people with pushchairs or prams and elderly people. The buses also use low emission fuel (euro 3) and are much more comfortable for the users (and drivers!).

Result description: 84 new clean vehicles in the Council and Dial-a-Ride fleets, and the retrofitting of exhaust treatment equipment to 63 diesel buses. Access control and management systems included 3 new bus priority measures, a bus lane enforcement trial and the investigation of new access management measures. New orbital bus service provides an improved frequency, accessible, high quality service linking key city centre sites. Cycle Resource Centre (CRC) providing secure parking, showers, lockers, cycle repair/maintenance and information. Freight Consolidation Scheme (FCS) commenced operation in May 2004 and has progressively grown in scale to include over 50 retailers with an encouraging reduction in the number of delivery trips. Travel Plans (TP) for city centre leisure sites including new cycle parking and lockers for staff, a cross-harbour ferry service and improved pedestrian signing and route finding. New TravelBristol Info Centre provides information and ticketing for commercial bus services, and the Council providing a range of other travel and transport information. Travel Information provided by the Info Bus (mobile information vehicle), I+ information kiosks (on-trip information) and real time bus information displays. Main innovative features/benefits: The FCS is the first of its type in the UK serving an urban centre. Access Management Systems: Introduction of technology-based bus priority measures to improve the journey times and reliability of public transport. Three city centre bus pre-signals were introduced to prioritise public transport over other vehicles. This is one of a package of measures to support the city centre Clear Zone and Air Quality Management Area. Clear Zone Orbital Bus:The hybrid vehicle is one of two vehicles in the UK, providing the first wave of practical application of hybrid technology to inner city shuttle buses. Market or application sectors & possible applications FCS: Key aspects of a successful implementation: - Engagement of stakeholders at an early stage, and their continual inclusion in development and operation; - ensure that the scheme supports the requirements of retailers, unless this reduces consolidation benefits, and provides a reliable and if possible improved level of service; - develop support tools to the FCS such as preferential access or loading arrangements. Freight Loading / Signing Strategies: Explore existing infrastructure and equipment before purchasing new. The project has also shown a positive effect of providing the public with information: the Councils traffic control centre has received fewer complaints as a result of the signs being introduced. Info Centre: A high profile location, service offered by a member of staff, and a reason for visitors to enter the premise, is essential to attract customers. Clear Zone Orbital: The adoption of the Clear Zones Strategy assisted the implementation of the measures by providing the policy framework. The designation of the Air Quality Management Area also highlighted the need to take action to reduce traffic related air pollution in the city centre and endorsed the approach of integrated packages of measures as subsequently adopted in the Air Quality Action Plan. Potential barriers The key barrier to the development of the FCS was the absence of a UK model to apply which resulted in a lack of understanding/scepticism amongst stakeholders and retailers. The lack of availability of clean fuel vehicles has prevented their use on the consolidation scheme to date. TP A major barrier to the progression of the project was the varying level of commitment to the regular meeting process and it was often difficult to ensure that the communication flow was kept going. Additionally, some of the sites felt that the quality of the free Travel Plan work secured through the UK Governments Transport Energy Best Practice Programme was mediocre. Coming at an early stage in the process, this may have had a demotivating effect and contributed in part to lower levels of participation than were originally hoped for. Info Centre: This scheme required the creation of a multi-disciplinary team. Differing priorities of these Groups, and varying work practices, caused some time delays and confusion in securing agreement for different aspects of the project. Some aspects of the project did not conform to standard corporate approaches, and thus incurred delay. Access Management Systems: Locating cameras was problematic due to the size of the poles needed and due to the lack of space available in the pavement owing to services. Data collection is carried out 24 hours a day. Bath Road is only a peak period bus lane and therefore created large amounts of erroneous data which was time consuming to manually remove. Transfer of data on site is time consuming and could be resolved if files were transported automatically using ISDN lines.

Result description: This measure is about integrating Public Transport and Car-Sharing by developing, launching and promoting a combined offer for those who use both modes of transportation. The combined offer has a financial and a technical aspect: PT-users get an attractive tariff when using the cars of the CS company. In technical terms the access to both mobility providers is enabled by an intermodal smartcard. The integration is further underlined by establishing common mobility centres (e.g. ITIC) in which the combined offer can be bought and information about other services of the mobility providers is available. The new cards AutoCard and Bremer Karte Plus have been quite successful. In total, 625 cards have been sold since Aug. 2002. This makes up a proportion of 32.3% of all contracts with customers who joined cambio since then. Regarding the enlargement of cambio to Oldenburg the objective was to keep most of the 200 existing customers of the previous CSO. Moreover the AutoCard should be sold at the new location. Most of the former customers were kept and in total 30 new contracts have been agreed with PT users (with new joint cooperation with the local PT-operator the relatively small growth is due to the fact that in smaller cities like Oldenburg you have (absolutely and relatively) less PT users and particularly less regular PT users. Who are the end-users of this result? PT-users & Car-Sharing customers. Main innovative features/benefits (technical/commercial success factors) The most innovative aspect of this measure is the development of a single double mode smartcard combining the PT smartcard electronic ticketing (contact smartcard) with the car sharing electronic car-key (contactless smart-card) - which is in fact a world first. In terms of the common tariff, the user groups of the combined offer are extended to students and irregular PT users. In terms of marketing, the co-operation of PT and car sharing has been advertised more intensively in the region to encourage commuters to change their mobility behaviour. Market or application sectors & possible applications Car-Sharing and Public Transport have a lot of synergies, especially in urban areas. Car-Sharing is one of the few measures which address car-ownership in particular and thus has an impact on the demand for parking. Even though the success of further common products and marketing activities seems to be limited, in the long run measures of this kind cannot be underestimated. They underline the idea that a cooperation of different mobility providers can succeed in being a real alternative to private car use. For that reason they should be resumed. The largest potential for Car-Sharing is in the urban areas, where in general we can find a good provision of Public Transport, and normally also good networks for walking and cycling. The development of Car-Sharing in the periphery and in the region needs special attention to user-needs and the conditions for cost-effective operation of Car-Sharing. Potential barriers This measure requires from the beginning the cooperation of two independent mobility providers and the City of Bremen. This is a potential conflict but in the course of VIVALDI the partners realised that they are in a win-win situation.

Result description The main objective of this measure is to reduce pollution, especially in urban areas, by supporting and promoting CNG as an alternative fuel for vehicles. The awareness of CNG cars should be raised and the market for CNG cars stimulated through various activities and incentives. Specific targets have been set against these objectives. 200 to 250 CNG vehicles should be brought on the streets (through private households, companies and fleet-operators). Awareness campaigns were launched for various target groups. A strong network has been established in particular with car traders, who are very important opinion makers by transferring their knowledge about CNG cars to prospective buyers. Further focus has been set towards fleet managers and residents living next to the CNG fuelling stations. The campaign succeeded in supporting the purchase of 250 CNG cars in Bremen in the VIVALDI project. Until October 2005 the local gas provider received more than 300 applications for the allowance to the purchase of a CNG car. 297 were approved. 231 were from commercial users, and 66 from private users. It was not intended to have a balance towards companies rather than private users, but it is probably due to the fact that businesses receive a much higher allowance (2,500 Euros). The campaigners justify the unbalanced support by arguing that business cars have a higher mileage, which makes them a better advertising medium and means that they have a greater impact on the improvement of the urban environment. (The buyers of a car are obliged to show a CNG label on both sides of the car). Unfortunately, not everyone whose application for the incentive was approved has acted on it, as only 70% of the approved applicants bought a CNG car. In total 160 vehicles have been purchased. The rest of the buyers either have to wait for their purchase, as several manufacturers have already long waiting times for delivery of their vehicles, or have eventually decided to buy another car type. It was also planned to support the purchase of 4 CNG freighters. This scheme failed. The motor industry is offering such vehicles (e.g. DaimlerChrysler/Iveco) but was either not able to deliver them or the prices were too high for running them in the real market. Who are the end-users of this result? CNG-vehicles for private households and corporate users: Within VIVALDI, the awareness of CNG as an alternative propulsion technology could be increased (meanwhile more than 25 % of the Bremen population know about the campaign and availability of CNG cars. One focus will be private households, which represent a target group with approximately 18,500 new registered cars per year in Bremen and Bremerhaven. Clean freighters: Freight operators and courier services especially for smaller companies with light trucks up to 3.5 t. Main innovative features/benefits (technical/commercial success factors) CNG is an alternative gas with low emission and public support is necessary to introduce this technology in the transport sector because purchasing costs are still higher than for conventional vehicles by up to 10%. The campaigning addresses different target groups: not only private and commercial potential users, but also car traders, taxi organisations, maintenance garages and driving schools. A support network of various partners was established in order to improve actions for stimulating the CNG market and to launch joint actions. Market or application sectors & possible applications On the whole the campaigning measures have proven to be very successful. The aim of winning 250 applicants for financially supported CNG vehicles within VIVALDI was reached before the end of the project. The measures which should stimulate the market were (and still are) necessary in order to meet the demand for information and incentives regarding CNG Cars. This is especially the case with target oriented campaign activities and the creation of local networks, which are very useful steps to develop the market (also without European funding). Potential barriers The stimulation of the market for CNG vehicles is highly dependent on actors, which can only partially be addressed by a campaign. Future development mainly depends on the actions of the big players as the motor industry and the energy providers as well as on national policy. However, the evaluation shows that the campaign was successful. This was also recognised by the experts who agreed that campaigning is a crucial condition for the growth of the CNG market. Experts believed that further campaigning would double the number of CNG cars in the next five years compared to a situation without campaigning.

Result description Good information on alternatives to private car use is essential for environmentally friendly choices of travel modes. New customers can be won by improved information about public transport services. The intermodal travel information centre combines several intermodal services for old and new customers. The intermodal information service has been implemented as planned. The Intermodal Travel Information Centre (ITIC) is operated by the local public transport operator BSAG in the city centre. The ITIC opened in November 2002 and replaced a smaller centre that was mainly used for selling tickets. The ITIC combines several BSAG services (sales and distribution, annual subscription, timetable and fare information) in a single place. It also includes information about cambio, the local Car-Sharing organisation. Visitors to the centre can join cambio on site. Cambio cars are available in the garage in the same building. Regarding telematics, the existing intermodal Internet information platform is improved to give better passenger/customer information. This platform is not only available for the customers via the staff but also at a self-service terminal. Another terminal is installed which can be used for electronic ticketing. In comparison to the old customer centre, the holding area has been enlarged (from 58m2 to 214m2) in the ITIC .Additional staff were employed. The ITIC centralizes a lot of functions in the PT operators workflow: it houses several departments and has a lounge for bus and tram drivers, all improving working conditions for the staff. The evaluation results indicate that the ITIC had the outcomes as planned: - There is a change in the target group towards more non-regular PT-users - The new ITIC is clearly more attractive than the old centre - Small changes towards a higher PT usage are likely but not measurable - Intermodal information, particularly on regional PT, was integrated· information on car sharing is available but there is room for improvements Who are the end-users of this result? The main target users for the Intermodal Travel Information Centre are citizens who are not frequent PT customers, to provide them with easy to access and reliable public transport information. Main innovative features/benefits (technical/commercial success factors) Multi-modal information centre and barrier-free access to websites (intermodal journey planner) providing information for all urban and peri-urban PT operators (35 in the region) including DB, car sharing, Taxi, bike etc. Close cooperation between two mobility providers, namely the BSAG and cambio, in terms of:· promoting and selling a common product Bremer Karte Plus and AutoCard· using the same building for their services· agreeing on common marketing campaign for their common offers. Market or application sectors & possible applications The ITIC is a very good example bringing all relevant local and regional public transport information to the customer at a central spot. Telematics are used in combination with personal face-to-face contact. At a time when the use of information technology is becoming more and more an anonymous, self dependent task for the user, this combination of personal support and telematics improves the customer relationship significantly. It is strongly recommended to introduce ITICs in other cities; the acquired knowledge of the Bremen ITIC could assist with this. Potential barriers The ITIC is a centre operated by the BSAG for their customers, but it also offers the services of other mobility providers (VBN, cambio, Deutsche Bahn). It is a first step towards a mobility centre in Bremen. Intermodality requires cooperation between the organisations and companies. Despite it being generally agreed that cooperation is needed in order to establish a comprehensive alternative to the car, the implementation of this measure had to overcome problems specifically arising from the different organisational and legal structures of the participating public and private companies. During the course of the VIVALDI project, cooperation between cambio and the BSAG improved continuously. There was a change towards a more informal and efficient cooperation of the practitioners in terms of exchanging relevant information and common marketing activities. Moreover, some BSAG staff were re-trained by cambio in order to enhance the quality of the cambio related services on the ITIC.

Result description Integration of micro-bus services with the main bus and trolley bus services using a tendering process. The aim of taxi/micro-bus integration is an increase in public transport reliability, accessibility and attractiveness. The wider issues that it aims to solve are related to the chaotic development of city transport. It is hoped that a satisfactory compromise for a role for private companies in a common PT system can be achieved. So far this has been achieved: - Increase of nearly 30 percent in the number of new, high quality minibuses in the city. - Considerable reduction in the concentrations of some air pollutants (e.g. concentrations of nitrogen oxide in the city centre were reduced by almost 50% in years 2001-2002). This has been the result of: - Decrease in the number of minibuses by more than 18 percent; - Decrease in the number of minibus routes in Kaunas by almost 30 percent; - Slight decrease in the length of minibus routes, based on 2004 figures; - Amount of fuel (buses) and electricity (trolleybuses) used depends on the length of routes and the number of public transport units in use. From 2002 to 2004, the amount of electricity used by trolleybuses decreased by about 4 percent. The amount of fuel used by buses increased by almost 57 percent . Kaunas is the first city in Lithuania to present timetables of minibus taxis together with timetables of buses and trolleybuses on the public transport website pages. Who are the end-users of this result? The large percentage of the population of public transport users in Kaunas - almost 64% of the population of Kaunas City. The most common reason for using public transport is for the daily return journey to and from work. This represents approximately 40% of users with the most common route being between the inner districts and the city centre. Main innovative features/benefits (technical/commercial success factors) Improved ecological situation and safer traffic conditions. Market or application sectors & potential applications It was a struggle to get the necessary rules and regulations changed because the companies running the private minibuses were very good at harnessing political will to support their interests. This meant that proceedings took much longer than expected. Also we need to bear in mind that minibuses are a popular form of public transport in Kaunas and that any attempt to curtail their growth or to regulate or restrict the way they operate perhaps needs greater public discussion before decisions are made. Potential barriers. The implementation of some measures has proved more complex than initially foreseen from a technical, contractual, organisational, political, financial, institutional and juridical perspective. If measures are seen as restrictive, there are relevant political and psychological barriers.

To maintain and raise the comparatively high modal share of over 20% of trips in Bremen by bicycles, the cycle network requires improvements through closing certain gaps and more unconventional solutions that may include restricting car use. The Targeted Plan for Cycling has been approved and some significant elements of it are implemented within the VIVALDI project: A contraflow lane for cyclists was set up in the Lahnstraße to improve the physical safety of cyclists. A set of traffic lights was installed at a crossing and small construction measures. Road space was reallocated at a through road in the northern part of the Neustadt area (Hohentorsheerstraße). The width of the road lane has been reduced, new cycle paths have been built and a roundabout has been set up in order to improve the physical safety and convenience of cycling. Road space was reallocated in Langemarckstraße, one of Neustadts main shopping and main traffic streets. Over the course of the large construction works (20 months) the road lane has been renewed, new rails and stops have been set up for the tram, vegetation and trees have been planted and new cycle tracks, cycle stands and walking paths have been built. Waiting areas at PT stops and cycle paths have been strictly separated. Pedestrians, cyclists and PT users now have better and safer conditions to travel, particularly in comparison to car users. The closing of the gap in the cycle network (Senator-Apelt Str.) has not been evaluated because the measure has only recently been implemented and does not show any impacts yet. As this cycle path is mainly used for long distance leisure purposes, measurable impacts are very likely to occur in summer 2006. The strongest improvements apparently happened in the Langemarckstraße, where the before situation has been assessed by a third of the respondents as very unsafe. New cycling regulations in the Lahnstraße also have a clear positive impact, even though they are not of the size as those for the Langemarckstraße. The cyclists considered the new measure in the Hohentorsheerstraße less positive with regards to safety, as nearly 30% dont feel safe when cycling there. This is likely to be due to the new roundabout. Cyclists believe that car drivers frequently either do not realize or accept the priority given to cyclists at this roundabout. More than 10% of the respondents stated that they would cycle more frequently because of the new cycle paths. Even though the construction work has not been finished in some parts of the Langemarckstraße, the majority of the residents stated that the look of the street has been (or will be) improved and that quality of life has become (or will be) more attractive due to the measures. The respondents could also make free statements to open-end questions concerning the pros and cons of the measures. 110 positive and 104 negative statements have been given. The appearance of the street and the new vegetation has been appreciated the most followed by the measures dedicated to cyclists, pedestrians, PT users and car drivers. Most criticism relates to the side effects of the construction works. Half of the negative statements are complaints about the construction works and a fifth are by those not satisfied with the new road and the offer of parking spaces. In general, shopkeepers acceptance of the measures is in line with that of the residents. Target users are Neustadt citizens of all ages as well as visitors and people passing through the suburb. Main innovative features/benefits Bridging gaps in the cycle network through unconventional measures: Contra-flow cycling on one-way streets; integration into access management (reduction of car spaces) and PT improvements (extended kerbstone at stops). Market or application sectors & possible applications The composition of this workpackage changed a lot during VIVALDI. Some of the initially proposed elements had to be delivered at other locations in the VIVALDI corridor. However, these elements were not abandoned, only postponed. In addition, two new elements (Langemarckstr., Sen. Apeltstr.) have been integrated. The change is mainly caused by other priorities in the planning department. Restricting car use by introducing 30 km speed zones and one-way road networks are an essential precondition for the growth of cycling and walking in urban areas. Even small measures can cause significant changes. Potential barriers Evaluation has shown that there has been hardly any opposition to the walking and cycling measures by the users. Except for the disturbances caused by the construction works, all measures have been well accepted. The Bremen Senate for building, environment and traffic is aiming to establish a cycle-network, to improve the safety of cyclists and to integrate the measures for cyclists into other projects by making schemes transparent within the administration and integrating new partners (i.e. chamber of commerce).

Result description The project for remodelling the Vannes Road involves an historical axis (about 3.7 km long) from the city centre towards Brittany, which is now a broad shopping avenue inside the ring road (shopping surface about 127 000 m2). This project includes: - The road remodelling programme of the Vannes Road itself, divided into 3 phases. - An extension of tramline 3 towards the Northwest (not included in VIVALDI Project), tramline 3 has been put in service in September 2000. - Linked with the two projects above, a multi-modal station has been set up at the junction of tramline 3 and the Vannes road, and includes a 300 places park and ride car park, a single-ticket bus-tram interchange and a ground-level car park with 90 places. In the part that will be remodelled, car traffic has decreased by about 20%. Works are always progressing, and it is too early to make a good evaluation of the new layouts. Works are still progressing on Vannes Road, so it is too early to make an evaluation of the remodelling, in particular the use of the shopping area and the behaviour of customers. The patronage of tramline 3 is still increasing, as the use of the Orvault Morlière Park and Ride. Who are the end-users of this result? Integration and rehabilitation program of Vannes road (commercial zone): Inhabitants of and visitors to the commercial area and commuters are the target users. The multi-modal station at the junction of line 3 and the Vannes road: Commuters, inhabitants and visitors in the commercial area. Main innovative features/benefits (technical/commercial success factors) Integration and rehabilitation program of Vannes road (commercial zone): Remodelling of a through highway road like a broad shopping centre, involving side activities. Multi-Modal station at the junction of the tramline 3 and Vannes Road: Private Public Partnership for Park and Ride implementation. Market or application sectors & possible applications Integration and rehabilitation program of Vannes road (commercial zone) & Multi-Modal station at the junction of the tramline 3 and Vannes Road are still under construction, so it is too early to draw definitive conclusions about this measure. Potential barriers Administrative and legal problems: The main obstacle to the Vannes road project is the issue of road property. As the French state is the owner of the phase 3 sector (as a part of the national road network), the first public survey on the overall project was cancelled. UCN has to organise a new public survey only on its own part of the Vannes road (phase 1 sector). Another public survey will be organised by DDE44 later, when the modified phase 3 sector draft project will be completed.

Result description Based on the German standards for the GeldKarte (BankCard) of the German credit services sector, a chip card was launched in 6/2005, which is like a debit card for the users PT journeys. It was named BoB-ticket which stands for Bequem ohne Bargeld (convenient without cash). The electronic ticket is a post-paid-ticket that allows the customer to easily access public transport without prepaid tickets, prepaid electronic money or cash. The passenger uses public transport now and pays later. The customer registers once at one of the three involved public transport operators in Bremen, Oldenburg, and Bremerhaven. When entering the PT vehicle, the customer electronically books in the destination and (when not travelling alone) the number of passengers for the journey. The information is stored on the registered smartcard and also transferred to a main database to create a monthly bill. The users bank account is billed at the end of the month. Customers making several journeys a day are charged for the cheaper day ticket rather than several single trip tickets. Integrating regional and peri-urban commuters, the BOB-ticket started in Bremen at BSAG and two other public transport operators of the region. The BOB-ticket was introduced to the public in May 2005. Within one month, more than 5000 citizens were registered as BOB-ticket-holders. At the end of 2005 exactly 12,952 customers are registered as BoB-ticket-holders. Who are the end-users of this result? Main target users for the integrated transport pricing system are: - Citizens who are not frequent PT customers, to provide easy and reliable access to public transport; - PT operator BSAG and all other regional public transport operators represented by VBN, who can avoid handling change and improve their services for the customers needs; - Other transport service providers, such as Carsharing company Stadtauto, for integrating their services with public transport. Main innovative features/benefits (technical/commercial success factors) The combination of the GeldKarte and a post-paid system is unique. In contrast to sophisticated check in - check out systems based on contactless chips, the cost performance ratio of the system is very good. Although the system requires that the card has to be inserted and some information has to be entered on a touch screen (touchMobil, located in vehicle), this system has several advantages: the card is transferable and has the option of calculating the best price per day. As the target group are the non-frequent PT users, only a small share of all PT users have to check in at the touchMobil. So no hold up will arise when several passengers enter the vehicle at the PT stops. Market or application sectors & possible applications A best price option is implemented for one-day: If a day-ticket is cheaper than the journeys registered that day, the day-ticket only is billed to the customer. The system will add to the financially attractive offers of various existing season tickets in the regional PT system. The bonus system was not implemented because of the results of a product acceptance study showed that the demand for that offer would be too small. The plan to enable ticket sale via the Internet was abandoned because of security reasons and coordination problems between the involved local and regional PT operators. This is the result of a weak-point analysis carried out by the BSAG in the early stage of preparation. Potential barriers - Hardware equipment: Home terminals for loading cards for further e-commerce extensions are not available or are too expensive for common use within the project period. Another solution for e-Ticketing has to be chosen. - Systems do not function as reliably as expected. A step-by-step implementation strategy avoids heavy losses, disappointed customers and a bad reputation for telematics in public transport customer services and allows adaptations within the implementation process. - Requirements of data protection and security may adversely affect e-commerce projects. Bremens data protection officer has been involved at an early stage of developing the system, so that the systems fulfil all requirements. Heavy pressure of cost saving on public transport spending makes it more difficult for the operators to risk new investments in new technology when the return cannot be easily calculated. Having a step-by-step-strategy in mind, the public transport operators have focussed on those elements of telematics that do not involve high investment but where a reliable level of success in generating new customers or better acceptance can be expected within a reasonable period.

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