• PUMA

    LEAD PARTNER : Liepaja - Latvia
    • Dienvidkurzeme - Latvia
    • Taurage - Lithuania
    • Larissa - Greece
    • Pombal - Portugal
    • Gdańsk - Poland
    • Cento - Italy
    • Viladecans - Spain
    • Nova Gorica - Slovenia

    Timeline

    Lead expert visits each partner during September and October.

    First transnational meeting on 18-19 October 2023 in Liepaja, Latvia took place.

    During October, November and December project partners are working:

    • on baseline study, roadmap, network communication plan,
    • on establishing URBACT local groups.

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    Lead Expert

     

     

    Through the development of integrated mobility action plans, PUMA aims to achieve climate-neutral and sustainable mobility in small and medium sized cities. This network wants to engage citizens and change their attitude towards sustainable mobility in a positive way by motivating everyone to get involved in improving the environment. PUMA promotes sufficient, safe, modern and convenient alternatives for private cars to all society members, despite their age, gender, nationality, health, level of income and other features.

     

    Planning Urban Mobility Actions
  • Beyond the Urban

    LEAD PARTNER : Creacció Agència d'Emprenedoria of Vic - Spain
    • Santa Maria da Feira - Portugal
    • Hradec Kralove - Czech Republic
    • Machico - Portugal
    • Szabolcs 05 - Hungary
    • Tartu - Estonia
    • Bram - France
    • Bucharest-Ilfov Intercommunity Development Association for Public Transport - Romania
    • Treviso - Italy
    • Kočani - North Macedonia

    Timeline

    First Transnational meeting in Vic on 27-29 November 

    2nd Transnational Meeting Citizens Journey

    14th and 15th May in Tartu, Estonia

    Library

    Lead Expert

     

     

    The Beyond the Urban network brings together ten European municipalities and regions that will collaborate with the aim of improving urban-rural mobility through the testing and implementation of sustainable, accessible and integrated mobility solutions, with a focus on intermodality, multi-level governance, inclusion, gender equality, and digital tools.

    Connecting urban-rural communities
  • Je li model povezanog grada ugrožen?

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    09/02/2023

    Pod inicijativom Walk’n’Roll, 27 europskih gradova iz tri URBACT mreže (RiConnect, Thriving Streets i Space4People) imali su zajedničku misiju. Zajedno su promišljali o tome kako mobilnost može igrati važnu ulogu u izgradnji boljih javnih prostora i povećanju kvalitete života lokalnih zajednica. Iván Tosics, URBACT stručnjak koji je pratio njihovu razmjenu i učenje, dijeli s nama neke od najvažnijih zaključaka, otkrića i otvorenih pitanja koja su se pojavila u sklopu Walk’n’Roll inicijative i koja su objedinjena u potpuno novom vodiču. Uživajte u čitanju!

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    Nedavna pandemija značajna je dionica u procesu urbanog razvoja. Mnogo se može naučiti iz reakcija gradova na zdravstvenu krizu, posebno u gusto naseljenim gradovima. Bilo je mnogo briljantnih primjera o inovativnim intervencijama u javnom prostoru, inkluzivnim stambenim politikama, novim vrstama ekonomske potpore i mehanizmima socijalne zaštite, iz kojih možemo učiti.

    Kako se vrhunac pandemije polako bližio kraju, život u gradovima brzo se vratio u ritam prije Covida. No, neprestani rast suburbanizacije, procesa koji je u posljednje dvije godine eksplodirao ne samo u Europi, već i u gotovo svim dijelovima svijeta, nastavlja se i dalje...

    Jednak učinak u različitim gradovima

    U Oslu (NO), analiza unutarnjih kretanja u gradu i oko grada pokazala je povećano iseljavanje ljudi u dobi između 25-30 i 60-70 godina iz središta grada prema periferiji u posljednje dvije godine. “Efekt rada od kuće” može djelomično objasniti ovaj fenomen. Ljudi s većim plaćama imali su tendenciju seljenja. Međutim, zanimljivo je primijetiti da su u tom valu većina iseljenika bili ljudi koji nisu rođeni u Oslu, otkrivaju studije.

    Isto tako, u američkim gradovima postala je opipljiva značajna preraspodjela potražnje za stanovima i uredima. Ljudi su se odlučili preseliti u predgrađa, daleko od zgusnutih gradskih središta. Neki analitičari su to nazvali "učinkom krafne". Strah od gužve i mogućnost rada od kuće uzrokuje širenje predgrađa i napuštanje centra grada.

    U vrlo nedavnoj analizi situacije u urbanom području Pariza (FR), akademska zajednica je pokušala prikupiti sve dostupne informacije o unutarnjoj rezidencijalnoj migraciji, koristeći neobične podatke. Kao neočekivani, ali bogati izvori korištene su informacije seoskih udruga, zatim informacije o preusmjeravanju pošte na novu adresu, pa čak i prijave djece u škole. Dokazani su vidljivi migracijski tokovi iz središta grada prema periferiji. Prema ovoj analizi, takvo kretanje ljudi ipak se ne može smatrati urbanim egzodusom. No, ipak, postavlja se pitanje koji su i kako se nazivaju ti novi oblici migracije?

    Nove intraurbane migracijske tendencije

    Prije svega, istraživanja sugeriraju da ne postoje izravne, uzročne veze između širenja virusa i gustoće naseljenosti. Prema OECD-u, nije samo gustoća naseljenosti ta koja čini gradove ranjivima na Covid-19, već kombinacija čimbenika. Strukturni ekonomski i društveni uvjeti dovode do moguće prenapučenosti, nejednakosti, loših životnih uvjeta i prostorne koncentracije siromašnih građana u određenom dijelu grada.

    S druge pak strane, posljedice novog fenomena suburbanizacije su vrlo jasne: rastući klimatski i energetski problemi zbog sve većeg korištenja automobila, intenziviranje socijalnih razlika, budući da gradsko središte napuštaju oni koji si to mogu priuštiti. Štoviše, sve je više problema i u dijelovima grada u koja se ljudi useljavaju. Na području Budimpešte (HU), na primjer, sve je više pritužbi u aglomeracijskim naseljima zbog problema s neadekvatnom infrastrukturom zbog brzog, neplaniranog porasta broja stanovnika.

    Ipak, ovi post-COVID primjeri daju nam i tračak optimizma, mogućnost da ponovno promislimo načela kompaktnog tj. cjelovitog urbanog razvoja. Na primjer, britanski profesor, Greg Clark, nudi nam viziju povezanih gradova i raširenijeg procesa planiranja. Zalaže se za jednaku raspodjelu aktivnosti između urbanih područja unutar grada kako bi novonastala proširena predgrađa dugoročno ostala atraktivna. Također se zalaže za bolju raspodjelu usluga unutar funkcionalnih urbanih područja, na temelju porasta stanovništva u nekom dijelu grada uzimajući u obzir društveni kapital u nastajanju.

    Clark tvrdi da bi ljudi koji žive na periferiji ipak s vremena na vrijeme mogli putovati u veća gradska središta i priznaje da možda neće uvijek raditi od kuće. Ali istovremeno će živjeti život na periferiji, te će trošiti više vremena – i novca – u svojim novim susjedstvima što posljedično može dovesti do stvaranja novih sekundarnih središta u prigradskim dijelovima grada. Dakle, pregrađa nisu samo mjesta gdje ljudi spavaju i rade od kuće, već i mjesta razmjene i okupljanja, mjesta koja imaju potencijala napredovati.

    Ova ideja nameće izazove budućem urbanom razvoju, posebno u području urbanog planiranja. Gdje graditi nove kuće i stanove? Kako regulirati cijene prijevoza? Ovo su samo neka od pitanja o kojima se raspravljalo tijekom konferencije Walk’n’Roll u Barceloni (ES), održane u srpnju 2022. Nalazi su sažeti u nastavku.

     

    Kako poboljšati trenutno prenapučena područja?

    Najšire prihvaćena definicija odgovarajuće urbane gustoće je ona koja priznaje potrebu za promjenom pristupačnosti: mijenjanje urbanog prijevoza i planiranja korištenja zemljišta na temelju sposobnosti ljudi da dođu do odredišta, a ne na njihovoj sposobnosti da brzo putuju. Ova vizija se oslanja na princip rehumanizacije gradova.

    Aspekt blizine

    Na konferenciji Walk’n’Roll tema blizine bila je u središtu rasprave. Kako bi se stanovnici odrekli učestalog korištenja automobila, a u perspektivi i posjedovanja automobila, potrebno je promijeniti urbane sredine. Ljudi moraju moći do najvažnijih svakodnevnih odredišta doći u kratkom vremenu pješice, biciklom ili javnim prijevozom. Postoje mnoge ideje koje omogućavaju ovu promjenu, poput koncepta 15-minutnog grada. Osim inovativnih praksi superblokova, Tempo30 i upravljanja parkiranjem – koje su temeljito opisane u Walk’n’Roll Guidebook, Knjižica 2 – u nastavku se nalaze još dvije ideje.

    Grad u kojem prednost imaju pješaci

    Pontevedra (ES) je grad srednje veličine sa 83 000 stanovnika. Godine 1999. to je bio samo još jedan grad orijentiran na automobile, ali stvari su se počele mijenjati izborom novog gradonačelnika – koji tu funkciju obnaša i danas. Gospodin Miguel Anxo Fernández Lores tada je rekao građanima da čin kupnje automobila ljudima ne daje magično 10 četvornih metara od javnog prostora za parkirno mjesto.

    Njegove su se ideje sastojale od razlikovanja potrebe za mobilnošću prema društvenim kriterijima. U prvi je plan stavio ljude, pri čemu je barem polovica površine svih izvornih ulica pretvorena u pješačke površine. Stvorena su raskrižja bez svjetla i uzdignute šetnice, uz ograničenje vremena parkiranja u centru grada na maksimalno 15 minuta. Osim toga, pod koncesijom je izgrađeno podzemno parkiralište te su osigurana besplatna javna parkirna mjesta udaljena 15-20 minuta hoda od centra.

    Rezultati ovih intervencija bili su zapanjujući: smanjenje motoriziranog prometa za 77% u gustom urbanom području i za 93% u središtu grada, uz smanjenje prometnih nesreća bez ikakvih smrtnih slučajeva. Pontevedra je postala mjesto visoke kvalitete života sa svim javnim prostorima koji služe ljudima, umjesto automobila.

    Mjesta bez automobila u svakom susjedstvucc2

    Godine 2014., u suradnji s 24 gradska vijeća, u Lisabonu (PT) je pokrenut program pod nazivom “Uma Praça em Cada Bairro” (“Po jedan trg u svakoj četvrti”). Program koji se trenutno provodi, pomaže obnoviti područja u gradu kako bi ljudi izašli iz automobila i stvorili nove javne prostore. Trgovi i ulice postat će mjesta susreta lokalne zajednice i “mikrocentri”, koncentrirajući aktivnosti i zapošljavanje.

    Favorizirat će se pješačenje, vožnja biciklom i javni prijevoz jer će automobilski promet biti znatno ograničen. Gradski program koji obuhvaća 150 trgova i ulica, praktički u svim četvrtima Lisabona, mogao se provesti samo uz potporu stanovništva. Program je bio izrazito participativan. 

    Potencijalni vanjski učinci politika poboljšanja javnog prostora

    Nije potrebno spominjati da poboljšanje životnih uvjeta, s više javnih prostora i manje automobila, može dovesti do povećanja stanarina, tjerajući najugroženije stanovnike dalje od grada. Zbog toga je ključno da javni sektor kontrolira učinke gentrifikacije. Učinkovitost javne intervencije ovisi o volji i političkoj moći gradske uprave, kao i o stambenom sustavu pojedinog grada. Dobar primjer je grad Beč (AT), gdje je većina stambenog fonda pod izravnom ili neizravnom javnom kontrolom, s malim ili nikakvim gentrifikacijskim učincima kao posljedicom poboljšanja mobilnosti i javnog prostora.

    Situacija je nešto teža u Barceloni (ES), gdje udio stanova za iznajmljivanje predstavlja 31% stambenog fonda. Samo mali dio tih kuća zapravo je u vlasništvu javnog sektora, zbog čega je gradu gotovo nemoguće braniti stanare. Kako bi se uhvatili u koštac s ovim izazovom i izbjegli "New York Highline" efekt, grad daje subvencije urbanoj sirotinji, regulira privatne najamnine, nadzire tržište nekretnina i čak pregovara sa stanodavcima.

     

    Kako stvoriti učinkovitu metropolitansku suradnju u povezanim gradovima?

    U svijetu nakon pandemije nije dovoljno učiniti napučene urbane jezgre privlačnijim, pozornost se mora posvetiti i perifernim lokacijama na koje se mnoge obitelji namjeravaju preseliti. Planiranje na većim područjima može iznijeti na vidjelo različita pitanja, gdje bi se trebao graditi novi stambeni kompleks ili kako regulirati i oporezovati različite oblike prijevoza. Ključni aspekt javne intervencije na širim područjima je metropolitanska koordinacija, što se može ilustrirati primjerima u nastavku.

    Pretvaranje autocesta u urbane bulevare

    Klasično razdoblje suburbanizacije počelo je kasnih 1950-ih u SAD-u, izgradnjom 40 tisuća milja autocesta financiranih enormnim dotacijama središnje države. Urbanisti su nezaustavljivo urezivali autoceste u strukturu gradova, iskorjenjivali ranjive četvrti s manje sposobnosti otpora i, na kraju, osiguravali razdvajanje funkcija prema vodećim konceptima planiranja tog vremena. Sličan val "modernizacije" orijentiran na automobile stigao je i do većine europskih gradova. Tijekom konferencije Walk’n’Roll, gradski praktičari prikazali su primjere nedavnih napora da se preokrene ovaj fenomen.

    Tijekom rada koji je Metrex obavio za platformu za učenje From Roads to Streets – uz potporu Eurocitiesa i URBACT-a – analizirani su mnogi europski slučajevi, uključujući transformativne strategije usvojene u Helsinkiju (FI), Oslu (NO), Lyonu (FR) ) i Bruxelles (BE). U ovim dinamički rastućim gradovima vodeći model je urbana intenzifikacija kako bi se koncentrirao rast i izbjeglo urbano širenje. Jedan od načina da se postigne ovo načelo je usmjeravanje novog razvoja na područja uz autoceste – pod uvjetom da se ona transformiraju u urbane bulevare, s više prostora za nemotorna vozila. U Utrechtu (NL), na primjer, dvije alternativne projekcije su izračunate za buduće scenarije i, prema njima, "A Proximity Model" predviđa 20% manje korištenja automobila.

    Prilike i izazovi ovih novih urbanih bulevara sažeti su u projektu humanizacije ceste N-150, koja je središnji element Integriranog akcijskog plana Barcelone za mrežu RiConnect. Ovaj projekt bavi se državnom cestom nalik autocesti na rubu metropolitanskog područja, koja je stvorila podjelu između naselja i kao glavni prioritet stavila brzinu mobilnosti. Kako bi se obnovile stare veze između periferije i gradskog središta, izmišljen je koncept metropolitanskih cesta: bez izgradnje novih prometnica trebale bi oživjeti izumrle veze između ovih područja. Time će se promet na državnoj cesti smiriti, pa čak i omogućiti ljudima da bicikliraju iz jednog grada u drugi, što dosad nije bilo moguće s autocestama.

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    Poboljšanje željezničke mreže kako bi se osigurala metropolitanska suradnja

    Integrirani akcijski plan Krakowa (PL) za mrežu RiConnect pokazuje još jedan način na koji se može stvoriti metropolitanska suradnja. Skawina Mobility Hub ima za cilj stvoriti poveznicu između Krakowa i jednog od satelitskih gradova linijom brze aglomeracijske željeznice koja je u izgradnji.

    Osim istraživanja budućih funkcija prometnih čvorišta, intermodalnih veza, modela parkiraj i vozi (park and ride) i načina povezivanja kolodvora sa središtem grada Skawina, ulažu se mnogi napori da se promijeni način razmišljanja ljudi o mobilnosti. To uključuje i radionice, koje su rezultirale uspostavom integriranog sustava karata.

    Krakow je dobar primjer za dovođenje javnog prijevoza u šire metropolitansko područje. Takve se strategije, međutim, suočavaju s financijskim izazovima upravljanja javnim prijevozom. Tijekom vremena pandemije broj korisnika javnog prijevoza smanjio se gotovo posvuda, a oporavak je još uvijek spor.

    Kombinacija planiranja i upravljanja na gradskoj razini

    Metropolitansko područje Barcelone (AMB) izvrstan je primjer kako se planiranje i upravljanje mogu spojiti, ne samo na razini grada, već i na razini šireg metropolitanskog područja. AMB, vodeći partner mreže RiConnect, agencija je s kompetencijama u pogledu mobilnosti i javnog prostora u metropolitanskom području – koje broji dvostruko više stanovnika u odnosu na sam grad. AMB upravlja vrlo inovativnim planom mobilnosti koji pokriva različite aspekte, poput stvaranja sigurnih i ugodnih prostora za pješake i održivih metoda mobilnosti, uz istovremeno smanjenje korištenja privatnog motoriziranog prijevoza.

    Nažalost, nemaju svi gradovi moćne sustave gradskog upravljanja i/ili snažne agencije za planiranje i mobilnost. U nedostatku toga, suradnja između urbanih područja može puno pomoći. Ponekad inicijativa kreće odozdo prema gore, uz podršku s nacionalne razine, kako bi se učinkovito koristili resursi Kohezijske politike EU-a. Metropolitansko područje Krakowa (KMA), na primjer, odgovorno je za koordinaciju ulaganja u promet, koja se provode u okviru Integriranog teritorijalnog ulaganja (ITU) za grad i njegovih 14 okolnih općina.

     

    Kako gradovi mogu napraviti pomake?

    apnNovi Walk’n’Roll vodič podijeljen je u tri knjižice – ZAŠTO, ŠTO i KAKO – i donosi rješenja koja svaki grad, bez obzira na veličinu, može koristiti kao referencu za poticanje promjena prema povezanijim gradovima. Međutim, kako bismo se uhvatili u koštac s najnovijim izazovom post-COVID suburbanizacije, praktične intervencije koje su predstavljene moraju se kombinirati s teritorijalnim vizijama. Regulacija, planiranje i potpora institucija jednako su važni. Iako ovo može zvučati izazovno, postoje različiti resursi koji mogu biti osobito korisni. Uzmimo za primjer Kohezijsku politiku EU-a, gdje su se ulaganja u gradski prijevoz više nego udvostručila – s 8 milijardi EUR u razdoblju 2007. – 2013. na 17 milijardi EUR u razdoblju 2014. – 2020., s još više mogućnosti u sljedećem programskom razdoblju.

    Prvi URBACT IV (2021. - 2027.) poziv za Mreže za planiranje također je odlična prilika za gradove da pronađu partnere za razmjenu, pilotiranje ideja i razvoj integriranog skupa akcija na lokalnoj razini. Dok URBACT naglašava važnost prioriteta zeleno – rodno – digitalno, mreže RiConnect, Thriving Streets i Space4People živi su dokaz bogatstva tema kojima se može pozabaviti u spektru bilo koje urbane teme, pa tako i izazova današnje mobilnosti. Ovi su projekti na raskrižju izgradnje inkluzivnijih gradova za sve – dok također promiču smanjenje emisije ugljika.

    Gradovi koji se žele prijaviti na poziv mogu odabrati bilo koju temu koju smatraju relevantnom za svoj kontekst. URBACT pozdravlja – i uvijek će podržavati – pristup odozdo prema gore koji gleda širu sliku. Walk’n’Roll je rezultat je prošlog kruga Mreža za planiranje, a sljedeća skupina URBACT gradova nastavit će njegovo nasljeđe i svoje znanje primijeniti u djelo.

    WnR

    Autor: Ivan Tosics

    Prijevod: Lucija Jusup

  • Is the compact city model endangered?

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    Is the compact city model endangered? Article COVER
    20/01/2023

    Three Action Planning Networks (2019 - 2022) came together to gather inspiration on how people can experience and move through the city.

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    The Walk’n’Roll initiative, 27 different towns, cities and metropolises from the RiConnect, the Thriving Streets and the Space4People networks had a common mission. Together, they reflected about how mobility can play an important role when building better public spaces and increase the quality of life for local communities.  Iván Tosics, URBACT Expert who followed their exchange and learning journey, shares with us some of the key take-aways, findings and open questions that were raised during the Walk’n’Roll many and which are compiled in a brand new Guidebook. Take a ride with us and enjoy the read!

     


     

    URBACT Walk'n'Roll

     

    The recent pandemic was an important episode in the history of urban development. Much can be learnt from the immediate reactions to the health crisis, especially in dense cities. There were many brilliant examples about innovative tactical interventions in public space, inclusive housing policies, new types of economic support and social protection mechanisms, from which we can take stock.

    As the peak of the pandemic has slowly come to an end, the life in cities has quickly returned to its pre-Covid pace. A negative legacy is the incessant growth of suburbanisation, a process that has exploded over the last two years not only in Europe, but also in almost all parts of the world...

     

    A common effect in different cities

     

    In Oslo (NO), internal movements in and around the city, have shown an increased outmigration in the past two years with people aged between 25-30 and 60-70 moving away from the city, towards its outskirts and beyond. The “working from home effect” can partially explain this phenomenon. People with higher wages had a tendency to move away. It’s interesting to note though that most of the outmigrants were people who were not born in Oslo, according to studies.

    Likewise, in American cities, a substantial reallocation of housing and office demand has become tangible. People chose to move to the suburbs, away from dense city centres. Some analysts have called this as the “doughnut effect”. Meaning the rise of the suburbs and the slump of the city centre, driven by a fear of crowds and the opportunity of working from home.

    In a very recent analysis on the situation of the Paris urban area (FR), the academia has tried to collect all available information about internal residential migration, using unusual data. Information from rural associations, from the post office regarding permanent re-direction of mails to new address, or even schools' registrations were used as unexpected, yet rich sources. As evidence shows, migration flows from the downtown to the urban fringe are visible. According to this analysis, such movement of people cannot be considered as an urban exodus though. So, if not an exodus, what are these new forms of migration then?

     

    The new intra-urban migration tendencies

     

    First of all, research suggests that no direct, causal links exist between the spread of the virus and urban density. According to an OECD, it’s not density alone that makes cities vulnerable to Covid-19, but rather a mix of factors. The structural economic and social conditions play a role in this regard with overcrowdness, inequality, insufficient living conditions and the spatial concentration of the urban poor.

    The consequences from this new suburbanisation, on the other hand, are very clear: growing climate and energy problems due to increasing car-use, intensification of social disparities, since those who are leaving the city centre are the ones who can afford to do so. Moreover, there are also more and more problems in places where people tend to move out from. In the Budapest area (HU), for example, there are growing complaints in the agglomerational settlements with physical and human infrastructure problems, caused by the quick, unplanned growth of new residents.

    That being said, the post-Covid city presents us with a silver lining, an opportunity to rethink the principles of the urban compact development. For instance the British professor, Greg Clark, offers us a vision with blended cities and a more spread planification process. He argues for a wider distribution of activities between urban areas to offer second and third tear cities more chances. He also makes the case for better disposition of services within functional urban areas, based on the growth of "neighbourliness" and the emerging social capital.  

    Clark argues that people living in the fringes might still travel to the larger city centers from time to time, and acknowledges that they might not always work from home. At the same time, they will also get a taste for the local life where they live. People will spend more time – and money – in their neighbourhoods and, by consequence, new opportunities might arise for towns, suburban and secondary downtowns. So, these are not simply places where people sleep and work from home, but also places of exchange and for gatherings. Where, eventually, communities might thrive.

    This idea raises challenges for future urban development, for instance, issues related to metropolitan planning. Where to build new housing and dwellings? And how to regulate transport fares? These are just a few of the questions that were discussed during the Walk’n’Roll conference in Barcelona (ES), held in July 2022. The findings are summarised below.

     

     

    How to improve existing dense areas?

     

    The most widely accepted definition for adequate urban density is the one that acknowledges the need for an accessibility shift: changing urban transportation and land-use planning on the basis of people's ability to reach destinations, rather than on their ability to travel fast. This vision relies on the principle of re-humanising cities.

     

    The proximity aspect

     

    In the Walk’n’Roll conference the topic of proximity was at the heart of the discussion. In order for residents to give up the frequent use of car and, in perspective, also the ownership of a car, urban areas have to be changed. They must allow people to reach the most important everyday-destinations in a short time on foot, by bicycle or using public transport rides. There are many ideas raised for this shift, like the concept of the 15-Minute city. Besides the innovative practices of superblocks, Tempo30 and parking management – which are thoroughly described in the Walk’n’Roll Guidebook, Booklet 2 – you can find below two other ideas.

     

    The pedestrian-priority city

     

    Pontevedra (ES) is a medium-sized city with 83 000 inhabitants. In 1999 it was just another car-oriented city, but things started to change with the election of a new mayor – who still holds this position until this day. Mr Miguel Anxo Fernández Lores told citizens back then that the act of buying a car didn’t magically grant people with 10 square meters from the public space for a parking spot.

    His ideas consisted of making a distinction of the need for mobility, according to social criteria. He put people in the foreground, with at least half of the surface of all original streets turned into pedestrian areas. Intersections without lights and raised promenades were created, alongside he limited of parking hours in the downtown to a maximum of 15 minutes. In addition, underground parking was built under a concession and free public parking spaces were provided within a 15-20 minute walk of the centre.

    The results of these interventions were staggering: a decrease of motorised traffic by 77% in the dense urban area and by 93% in downtown, besides a decline in traffic accidents with no fatalities at all. Pontevedra became a high quality place to live with all public spaces serving the people, instead of the cars.

     

    Car-free places in every neighbourhoodURBACT Walk'n'Roll

     

    Back in 2014, in collaboration with 24 parish councils, the municipality of Lisbon (PT) started a programme called “Uma Praca em Cada Bairro” (“A space in every neighbourhood”). Currently being implemented, the programme is helping to renovate areas in the city to get people out of cars and to create new public spaces. The squares and streets will become the meeting point of the local community and “microcentres”, concentrating activity and employment.

    Henceforth, walking, cycling and public transport will be favoured, as the car traffic will be significantly restricted. The citywide programme in 150 squares and streets, practically in all neighbourhoods of Lisbon, could only be carried out with the support of the population. The programme counted with strong public participation processes.

     

    Potential externalities of public space improvement policies

     

    It goes without saying that the improvement of living conditions, with more public spaces and fewer cars, can lead to raising rents, pushing the most vulnerable residents away from the city. This is why it’s fundamental for the public sector to control the gentrifying effects. The efficiency of the public intervention depends on the willingness and political power of the municipal leadership, as well as on the housing system of the given city. A good example is the city of Vienna (AT), where the majority of the housing stock is under direct or indirect public control, with little or no gentrifying effects as a consequence of mobility and public space improvements.

    The situation is slightly more difficult in Barcelona, where the share of rental housing represents 31% of the housing sector. Only a small portion of these houses is actually owned by the public sector, making it almost impossible for the municipality to defend tenants. To tackle this challenge and avoid a “New York Highline effect”, the municipality provides subsidies to the urban poor, regulates private rents, oversees the housing market and even negotiates with landlords.

     

     

    How to create efficient metropolitan cooperation in blended cities?

     

    In the post pandemic world it’s not enough to make the dense urban cores more attractive, attention has also to be paid to those peripheral locations where many families aim to move to. Planning in larger territories can bring to light different questions, as to where new housing stock should be constructed or how to regulate and tax different forms of transport. The key aspect for public intervention in wider territories is a metropolitan coordination, which can be illustrated by the examples below.

     

    Turning highways into urban boulevards

     

    The classic period of suburbanisation started in the late 1950s in the USA, with the construction of 40 thousand miles of motorways financed by enormous central state grants. Urban planners were unstoppably carving highways into the urban structure, eradicating vulnerable neighbourhoods with fewer abilities to resist and, finally, ensuring the separation of functions following the leading planning concepts of the time. A similar car-oriented “modernisation” wave also reached most of the European cities. During the Walk’n’Roll conference, city practitioners showcased examples of recent efforts to reverse this phenomenon.

    In the course of the work done by Metrex for the From Roads to Streets learning platform –with support from Eurocities and URBACT – many European cases are analysed, including the transformative strategies adopted in Helsinki (FI), Oslo (NO), Lyon (FR) and Brussels (BE). In these dynamically growing cities the leading model is the urban intensification to concentrate growth and avoid urban sprawl. One way to achieve this principle is to direct new development to areas along the highways – provided that these are transformed into urban boulevards, with more space given for non-motorised vehicles. In Utrecht (NL), for example, two alternative projections were calculated for future scenarios and, according to them, the "A Proximity Model" foresee 20% less car-use.

    The opportunities and challenges of these new urban boulevards are gathered in a project to humanise the N-150 road, which is the central element of Barcelona’s Integrated Action Plan for the RiConnect network. This project deals with the motorway-like national road at the fringe of the metropolitan area, which created a division between the settlements and was putting the speed of mobility as the top priority. In order to restore old connections between the peripheral municipalities, the concept of metropolitan roads was born: without building new roads the extinct links between areas should be revived. This shall calm down traffic on the national road and even enable people to cycle from one town to another, which was not previously possible with the highways.

     

    URBACT Walk'n'Roll

     

    Improving the rail network to ensure metropolitan cooperation

     

    The Krakow (PL) Integrated Action Plan for the RiConnect network shows another way how metropolitan cooperation can be created. The Skawina Mobility Hub aims to create a connection point in one of Krakow’s satellite cities, on the line of the fast speed agglomerational railway that is under construction.

    Besides exploring the future functions of the evolving mobility hub, the intermodal links, park and ride (P+R) facilities and how to connect the station with city centre of Skawina, many efforts are being made to change the mobility mindset of people. This includes co-creation workshops, which resulted in the establishment of the integrated ticket system.

    Krakow is a good example for bringing public transport to the overall reflection on the metropolitan area. Such strategies, however, have to face the financial challenge of running public transport. During Covid times the ridership of public transport decreased almost everywhere and the rebouncing is still slow.

     

    Bringing planning and governance together at metropolitan level

     

    The Metropolitan Area of Barcelona (AMB) is a great example of how planning and governance can come together, not only at city, but also at metropolitan level. The AMB, the Lead Partner of the RiConnect network, is an agency with competencies in terms of mobility and public space in the metropolitan area – which counts with the double of inhabitants in comparison to the city itself. AMB is managing a very innovative mobility plan covering different aspects, such as generating safe and comfortable spaces for pedestrians, and sustainable methods of mobility, while reducing the use of private motorised transport.

    Unfortunately, not all cities have powerful metropolitan governance systems and/or strong agencies for planning and mobility. In the lack of these, urban planning cooperation between the municipalities of the urban area can help a lot. Sometimes these are initiated in bottom-up process, in combination with the national level, in order to use efficiently the EU Cohesion Policy resources. The Kraków Metropolitan Area (KMA), for instance, is responsible for coordination of transportation investments, which are implemented in the Integrated Territorial Investment (ITI) framework for the city and and its 14 surrounding municipalities.

     

    How to move towards an accessibility shift?

     

    Action Planning Networks labelThe new Walk’n’Roll Guidebook is split in three booklets – WHY, WHAT and HOW – and brings to light solutions that any city, regardless of its size, can use as a reference to drive change towards more blended and less compact cities. In order to tackle the most recent challenge of post-Covid suburbanisation, however, the practical interventions that are presented have to be combined with territorial visions. Regulation, planning and the support of governance institutions are equally important. Although this might sound challenging, there are different resources that can be particularly useful. Take for instance the EU Cohesion Policy, where investments in urban transport have more than doubled – from 8 billion EUR in 2007 - 2013 to 17 billion EUR in the 2014 - 2020, with even more opportunities in the next programming period.

    The first URBACT IV (2021 - 2027) call for Action Planning Networks is also a great occasion for cities to find partners to exchange, pilot ideas and develop an integrated set of actions at local level. While URBACT stresses the importance of the priorities of green - gender - digital, the RiConnect, the Thriving Streets and the Space4People networks are living proof of the wealth of themes that can be tackled within the spectrum of any urban subject, as today’s mobility challenge. These projects are in the crossroad of building more inclusive cities – for women and all – while also promoting the reduction of carbon emissions.

    Cities that wish to apply to the call are welcome to choose whichever network topic they deem relevant to their context. URBACT welcomes – and always will – bottom-up approaches that look at the big picture. Walk’n’Roll is bear fruit of the past round of Action Planning Networks and, hopefully, the next batch of URBACT cities will carry on its legacy and put its knowledge into action.

    URBACT Walk'n'Roll Guidebook

  • Mobility

    The Walk'n'Roll lessons were drawn from the following Action Planning Networks (2019 - 2022):

     

    URBACT RiConnect logoURBACT Space4People logoURBACT Thriving Streets logo

     

     

     

    Walk'n'Roll

    The URBACT Knowledge Hub brings together good practices from across the EU, with the latest urban trends, to fill the gaps and make sure that the learning is within everyone's reach. Despite of their size and number of inhabitants, cities have often been designed to make room for cars. Three URBACT Networks have reflected on how we can shift the mobility paradigm in Europe to create more inclusive spaces. Together under the Walk'n'Roll initiative, 28 cities -- from towns to metropolises -- have explored common visions and practical interventions through different workshops, events and a series of guidance. Take a ride with us and discover why streets belong to people!

    • Climate action
    • Urban planning
    • Social cohesion
    • Public space
    Taking the necessary steps towards Walk'n'Roll

    URBACT Walk'n'Roll Guidebook

    Guidance for cities of all sizes

     

    URBACT Walk'n'Roll who is it for?

    Check out all booklets

     

    Intro and challenges
    Visions and interventions
    Implementation
    issues
    WHY WHAT HOW
    This booklet delves into the mobility challenges and the roots of the problems. To face adversities, readers are invited to consider new ways of thinking urban planning. The second booklet showcases principles and visions that can lead the way forward. Specific interventions are also described,so cities can adapt them to their needs. The final booklet looks at how cities can make change happen in the long run. It introduces methodological and policy recommendations, alongside interviews from the Action Planning Networks' cities.
    Booklet 1 CTA Booklet 2 CTA

     

    Booklet 3 CTA

     

  • URBACT publishes mobility guidance for cities of all sizes

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    28/09/2023

    The Walk'n'Roll booklets bring innovation to public spaces and mobility practices.

    News
    Find more about the theme of mobility:

     

     

    Read all Walk'n'Roll guidance:

     

     

     

     

    From urbact
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    28 European cities of different sizes, coming from 16 different countries have come together to face today’s mobility challenges. In the framework of three URBACT Action Planning Networks, the city partners from the RiConnect, Space4People and Thriving Streets networks decided to start a close cooperation. Their work focused on the reflection of how public space aspects can improve urban sustainability and liveability, on different spatial scales, from metropolitan areas down to neighbourhood and street level.

    The collaboration of the three networks passed beyond the objective of creating local integrated action plans. Together, these cities explored visions and interventions that could contribute to massive reduction of car use in our cities. Under the URBACT Knowledge Hub Walk’n Roll initiative, they have drawn many connections between topics related to mobility and the use of public space.

  • Freight TAILS

    Timeline

    Kick-off meeting in June (Suceava). Transnational meeting in October (Umea).
    Transnational meetings in February (Parma), April (Gdynia), May (Maastricht) and October (La Rochelle).
    Final event in May (Split).

    Municipality of Athienou
    2, Archbishop Makarios III Ave.
    7600 Athienou Cyprus

    CONTACT US

    Municipality of Santiago de Compostela

    CONTACT US

    Municipality of Udine (Italy)

    CONTACT US

    For any enquires into Tech Revolution, email: DMC@Barnsley.gov.uk

    Keep following our social media channels as we develop Tech Revolution 2.0 as part of the second wave of URBACT ||| Programme. 

    Follow our Twitter: @Tech_RevEu
    Follow our Linkedin: https://www.linkedin.com/company/urbact-techrevolution/

    CONTACT US

    Coordinator

    ADDRESS

    Av. Movimento das Forças Armadas

    2700-595 Amadora

    Portugal 

    TELEPHONE

    +351 21 436 9000

    Ext. 1801

    CONTACT US

    City of Rome

    tamara.lucarelli@comune.roma.it

    Department of European Funds and Innovation

    Via Palazzo di Città, 1 - 10121 Turin (Italy)

     

    CONTACT US

    Câmara Municipal de Lisboa

    Departamento de Desenvolvimento Local

    Edifício Municipal, Campo Grande nº25, 6ºE | 1749 -099 Lisboa

    CONTACT US

    urbact.civicestate@gmail.com

    CONTACT US

    Laura González Méndez. Project coordinator.

    Gijón City Council

    CONTACT US

    Municipality of Piraeus

    CONTACT US

    City of Ljubljana

    Mestni trg 1

    1000 Ljubljana, Slovenia

    CONTACT US

    Project Coordinator Martin Neubert

    +49 371 355 7029

     

    CONTACT US

    Riga NGO House

    CONTACT US

    City of Antwarp
    Grote Markt 1 - 2000 Antwarpen

    Manchester City Council
    Manchester M2 5RT

    City of Rotterdam
    Coolsingel 40, 3011 AD Rotterdam

    City Council Bielefeld
    Bürger Service Center
    Phone +49 521 510

    CONTACT US

    City of Eindhoven
    Stadhuisplein 1, 5611 EM Eindhoven

    City of Loulé
    Praça da República, 8104-001 Loulé
    Phone +351 289 400 600

    CONTACT US

    City of Igualada
    Plaça de l'Ajuntament, 1, 08700 Igualada, Barcelona

    CONTACT US

    City of Ghent
    Stad Gent
    Botermarkt 1
    9000 Gent

    City of Genoa
    Via di Francia, 1 - XI floor. 16149 Genova

    CONTACT US

    City of San Donà di Piave Piazza Indipendenza, 13 – 30027

    CONTACT US

    City of Naples
    Urban Planning Department 
    Phone +39 081 7958932 - 34 - 17 

    CONTACT US

    The Barnsley Digital Media  County Way, Barnsley, S70 2JW
    Phone +44 01226 720700 

    CONTACT US

    Preston City Council
    Town Hall, Preston, PR1 2RL

    City of Piacenza
    piazza Cavalli 2 - 29121 Piacenza - Italia
    tel centralino 
    Phone +39 0523 492 111 

    City of Bilbao
    Plaza Ernesto Erkoreka nº1. 48007 Bilbao. Phone +32 944 204 200 

    City of Poznan
    plac Kolegiacki 17,
    61-841 Poznań

    CONTACT US

    Westmisnter City Council
    Phone +44 020 7641 6500

    Devoted to discovering Tailored and Innovative Logistic Solutions (TAILS) for the successful management of freight, this Action Planning network aimed on rethinking how freight can shape almost every aspect of our urban lives. The air we breathe, the noise we hear, the traffic we experience, the productiveness of our cities’ businesses, the quality of our surroundings and the liveability of our neighbourhoods. Everything can relate to a single question: how can we make freight transport more effective in cities?

    Tailored approaches for innovative logistic solutions
    Ref nid
    7374
  • RetaiLink

    The Intercultural cities programme (ICC) supports cities in reviewing their policies through an intercultural lens and developing comprehensive intercultural strategies to help them manage diversity positively and realise the diversity advantage.

    Amadora launches a Guide on the welcoming of migrants

    Blue Economy Forum

    BluAct Toolkit

    BluAct: The Documentary

    Timeline

    Kick-off meeting in June (Igualada). Transnational meeting in October (Sibenik).
    Transnational meetings in February (Liberec), June (Pecs) and October (Romans).
    Final event in April (Hoogeven).

    Municipality of Athienou
    2, Archbishop Makarios III Ave.
    7600 Athienou Cyprus

    CONTACT US

    Municipality of Santiago de Compostela

    CONTACT US

    Municipality of Udine (Italy)

    CONTACT US

    For any enquires into Tech Revolution, email: DMC@Barnsley.gov.uk

    Keep following our social media channels as we develop Tech Revolution 2.0 as part of the second wave of URBACT ||| Programme. 

    Follow our Twitter: @Tech_RevEu
    Follow our Linkedin: https://www.linkedin.com/company/urbact-techrevolution/

    CONTACT US

    Coordinator

    ADDRESS

    Av. Movimento das Forças Armadas

    2700-595 Amadora

    Portugal 

    TELEPHONE

    +351 21 436 9000

    Ext. 1801

    CONTACT US

    City of Rome

    tamara.lucarelli@comune.roma.it

    Department of European Funds and Innovation

    Via Palazzo di Città, 1 - 10121 Turin (Italy)

     

    CONTACT US

    Câmara Municipal de Lisboa

    Departamento de Desenvolvimento Local

    Edifício Municipal, Campo Grande nº25, 6ºE | 1749 -099 Lisboa

    CONTACT US

    urbact.civicestate@gmail.com

    CONTACT US

    Laura González Méndez. Project coordinator.

    Gijón City Council

    CONTACT US

    Municipality of Piraeus

    CONTACT US

    City of Ljubljana

    Mestni trg 1

    1000 Ljubljana, Slovenia

    CONTACT US

    Project Coordinator Martin Neubert

    +49 371 355 7029

     

    CONTACT US

    Riga NGO House

    CONTACT US

    City of Antwarp
    Grote Markt 1 - 2000 Antwarpen

    Manchester City Council
    Manchester M2 5RT

    City of Rotterdam
    Coolsingel 40, 3011 AD Rotterdam

    City Council Bielefeld
    Bürger Service Center
    Phone +49 521 510

    CONTACT US

    City of Eindhoven
    Stadhuisplein 1, 5611 EM Eindhoven

    City of Loulé
    Praça da República, 8104-001 Loulé
    Phone +351 289 400 600

    CONTACT US

    City of Igualada
    Plaça de l'Ajuntament, 1, 08700 Igualada, Barcelona

    CONTACT US

    This Action Planning network created strategic plans to enhance the competitiveness of small and/or independent retail businesses, considering them a key economic driver. The project’s scope of work includes areas such as regulation, employment, urban planning, managing public spaces, mobility, cultural and creative industries and citizens participation. The multi-stakeholder approach brings together public sector, private sector, retailers and major commercial operators, consumers or cultural and creative industries.

    Creating innovative strategies to revitalise the retail sector
    Ref nid
    7503
  • CityMobilNet

    Timeline

    Kick-off meeting in September (South East Region of Malta).
    Transnational meetings in February (Bielefeld), April (Zadar) and June (Braga).
    Final event in April (Zadar).

    City Council Bielefeld
    Bürger Service Center
    Phone +49 521 510

    CONTACT US

    Cities that suffer from congestion, emission loads, social exclusion and, lastly decrease of the quality of life, have gathered in this Action Planning network. The road they have taken to tackle these challenges was the local adoption of Sustainable Urban Mobility Plans (SUMP), a concept for mobility planning that revolutionises traditional planning structures by placing people’s needs, integrated thinking and sustainablility at the centre of future developments. By sharing and addressing challenges of their mobility reality, the cities created a common vision towards identifying suitable measures and actions for the coming years and improving the competencies of all involved stakeholders.

    Co-productive development of sustainable urban mobility plans
    Ref nid
    7519
  • RESILIENT EUROPE

    Lead Partner : Rotterdam - Netherlands
    • Antwerp - Belgium
    • Bristol
    • Burgas - Bulgaria
    • Glasgow
    • Ioannina - Greece
    • Katowice - Poland
    • Malmö - Sweden
    • Potenza - Italy
    • Thessaloniki - Greece
    • Vejle - Denmark

    City of Rotterdam - Coolsingel 40, 3011 AD Rotterdam

    Summary

    Timeline

    Kick-off meeting in September (Katowice).

    Transnational meetings in March (Ioanina) and October (Malmo).

    Final event in March (Rotterdam).

    Becoming more resilient means that a city strives to enhance its ability to bounce back and grow even stronger and better in the face of the chronic stresses and acute shocks. As such, city resilience is a continuous challenge for individuals, communities, institutions, businesses and infrastructure systems to address current trends and future transitions. This Action Planning network looked at the challenges of achieving resilience in and of our cities in a comprehensive and holistic way, by applying the lessons from the innovative governance approach of Transition Management. This approach is a process-oriented and participatory steering that enables social learning through iterations between collective vision development and experimenting.

    Resilient Europe APN logo
    Improving city resilience
    Ref nid
    7522