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IMPLEMENTATION PLAN FOR BICYCLE NETWORK & COMPLEMENTARY ACTIONS

Developed as a part of BICY – Cities and Regions of Bicycles Municipality of Velenje

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CONTENTS:

INTRODUCTION………………………………………………………………………………………………………………..3 CYCLING IN THE CITY OF VELENJE- URBAN PLANNING……………………………………………………….4 CYCLING NETWORK & INFRASTRUCTURE IN VELENJE………………………………………………………..4 SWOT ANALYSIS ON CYCLING IN VELENJE………………………………………………………………………….7 IMPLEMENETATION ACTION »INNOVATIVE BIKE SHARING SYSTEM IN VELENJE«……………..9 ACTION PLAN………………………………………………………………………………………………………………….10 INNOVATIVE BIKE SHARING SYSTEM IN VELENJE……………………………………………………………..11 OVERVIEW OF EXISTING BIKE SHARE PROGRAM ELEMENTS…………………………………………….12 ADDITIONAL …………………………………………………………………………………………………………………..15 SOURCES………………………………………………………………………………………………………………………...26

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Introduction

The document »Implementation plan of Municipality of Velenje for bicycle network and

complementary actions« was prepared within the project BICY- Cities and Regions of Bicycles.

The goal of the project BICY is to establish a safe, connected and efficient cycle network and to

implement modern cycling infrastructure that would enable good accessibility to different urban

services. The purpose of the cycle network would be daily use, such as commuting to work, school,

recreation areas. Within the project we will formulate a cycling policy and strategy for Velenje, we

will introduce a bike sharing system in the year 2012 and implement numerous measures to

popularize cycling. On the infrastructure level we plan to extend the intra-city cycle lanes, connect

the cycling network in the city and build cycling connections to neighbouring cities and regions.

This document outlines key elements of the cycling development processes in Velenje which will be

improved and enriched step by step through the BICY’s achievements and findings. It sets out

guidelines for implementation action of “Bicycle sharing system” that is foreseen within BICY

investment project plan and describes activities undertaken to conceptualise the cycling

infrastructure in Velenje Community.

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Cycling in the city of Velenje - Urban planning

Cycling as an alternative form of transport offers many opportunities of usage in everyday life; it has many opportunities in comparison to other forms, has little limitations and offers many challenges in constructing of efficient bicycling network. Cycling is economical, environment friendly and healthy way of transportation. The city of Velenje offers many opportunities and has ideal conditions to become a true “bicycle friendly city” in the near future. Besides the completion and integration of cycling infrastructure our biggest challenge – popularisation of cycling as the way of life - remains before us.

Within planned actions for the development of cycling network and cycling infrastructure the

objectives of development documents of Velenje are followed:

- Strategic Development Document of Municipality Velenje (Strateški razvojni document Mestne občine Velenje, October 2008),

- Local Agenda 21 (Lokalna Agenda 21 za Mestno občino Velenje), - Development Programme of SAŠA Region 2007 – 2013 (Območni razvojni program SAŠA

regije 2007 – 2013) - Environmental action plan 2010 (Program varstva okolja 2010),

These documents sets out guidelines and measures related to the promotion of sustainable means of

mobility in the city of Velenje.

Previously acquired data, designed documents and information obtained provides a basic assessment of the state of cycling in the city of Velenje and a basis for the development of cycling infrastructure. This guideline is thus a common procedure to formulate an Implementation Plan based on the:

- state of art of cycling network - SWOT analyses on cycling in Velenje, - cycling indicators, - findings from stakeholder and decision makers meetings, - various street surveys providing key messages from detailed questionnaires.

Cycling network & infrastructure in Velenje

The city of Velenje has all the topographic and urban conditions to become a true “bicycle friendly city” in the near future. But not until the inhabitants start to use the bike for daily transportation to work, school, shopping and other errands and until they will identify a bike as an economical, environment friendly and healthy way of modality.” The starting point of a measure is the existing cycling network in the municipality of Velenje. Based on existing plans, initiatives of citizens, the specific area problems and complexity of interventions will be made a priority list for completion of networks with missing sections.

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These will be selected and designed according to principles below: - Ensuring integration of logical network - Directness of links - The attraction of usage - Safety of users - Comfort Cycling network in the town of Velenje consists of 13 sections, all together representing length of 11,4 km. Trails are set in three different shapes: - as a separate trail, disconnected from the road by green belt, - as trail, disconnected from the road by higher level, - as belt, drawn in the part of the road.

Cycling network in Velenje The measure provides / predicts: - Updating the existing system of bicycle lanes and paths with missing links. - Upgrading the system with new connections between key points in the city. - Upgrading the system with new recreational trails and to link them to major tourist spots. The aim is to provide in the next three years at least: - 3 km of new urban bike lanes per year. - 10 km of new recreational cycling routes in the year

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Velenje cycling network has some disadvantages: -on same parts of the city it is poorly connected – on inside and outside, - it is unsafe (due poorly connecting), - it has poor accessibility to different urban services, - it lacks cycling parking. Proposals for improvements:

- construction of new trails, - completion of network on both sides of the road, - construction of trails according to the areas' functions, - construction of parking areas. - Implementation of innovative infrastructure for promotion of bicycle usage

Cycling connections in Velenje are, to some extent, already organized, both in an east-west direction, as well as towards Gorica settlement and toward recreational areas near the lakes. The proposed completion consists of 14,7 km of new trails.

Actual design of cycle network with generators and attractors of cycling traffic in Velenje

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Vision - Velenje can become a cycling city if will further develop and take care of: • adequate cycling infrastructure, which includes expanding the network of bicycle routes, paths and lanes and regular maintenance, bicycle racks, as well as public service of bicycle rental; • appropriate spatial measures - extension of steady traffic zones, construction of parking garages and P & R; • appropriate changes to traffic arrangements - expanding the network cycling roads, reducing maximum permitted speed in, spreading steady traffic zones, introducing innovations such as "shared spaces", " bike-boxes", "bicycle boulevards”; • parking restrictions that are in place with an appropriate tariff policy and effective control; • introduction of congestion charges and other personal car limitations; • overall improvement of traffic culture, including the improvement of traffic culture of cyclists.

SWOT analysis on cycling in Velenje

Strengths

Special attention is currently being paid to modernization of bicycle infrastructure and popularization

of cycling in the city. Mostly flat terrain, good weather conditions and the fact that majority of most

important points in the town lies in the radium of 3 km represents perfect conditions for further

development of cycling in Velenje. The city of Velenje is with its modern architecture different from

other Slovenian cities. Without an old city centre, without dense streets, open and green, it sets its

own standards, quite unusual for other cities. It has a lot of independently standing buildings,

extensive lawns, large pedestrian areas and many other differences. Flat terrain in the most densely

populated part of Velenje represents the biggest advantage when we talk about possibilities of

cycling development.

In centre of Velenje there are so called Blue Zones with the time limit of 30 minutes for free car

parking. This fact for sure contributes to the promotion of bicycle usage as we can save money for

not paying the parking lot. Those who have job in the city centre pays around 3 € per day (annual

ticket is app. 350 €) for parking lot.

According to meteorological data Velenje offers good conditions for cycling throughout the year except in winter, when low temperatures are the cause for not-using the bicycle, but with warm clothing we can protect also against these conditions. In Velenje we record an annual average of 200 days without or with minimal precipitations (less than 1 mm/m2) and only 30 days per year when the amount of precipitations surpasses 10 mm/m2.

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Cycling has large adventure potential (visual-aesthetic impression). A trip by bike can be very pleasant and useful adventure, especially in the summer months as we can see lots of natural and cultural beauties inside and outside of the city.

Weaknesses

The existing cycle network in Velenje is well conceived but not yet fully integrated and concluded, on some sections can be even dangerous. Because of the lack of the cycling roots in the city and the danger of driving on regular roads, parents rather take the children to school by car and by that contribute to traffic jams instead of allowing them to use a bike. To arrange a quality and safe bicycle network in the city we unfortunately need large financial investments, which represent the main weakness. If we want to achieve a status of a bike friendly, city much larger investments are needed. One of disadvantages of cycling network in Velenje is also lack of maps of cycling roots and lack of marking and rooting tables. Existing cycling network should be presented to residents and tourists by maps so they can easily explore the ways of mobility with a bicycle. In the minds of people in Velenje there is still a belief that a bicycle cannot decently replace a car on short distances. For Velenje is typical continental climate, while touch of the alpine world brings relatively long and cold winters which discourage many people from cycling (simple solution would be appropriate clothing). For a bike user is also a very important to secure the bicycle from damage and theft (prevention) . The lack of the bicycles racks and bike standstills to protect the bike from external factors and theft further discourages people from cycling. Lack of high value cycling infrastructure (smart sharing bicycle systems – e.g. BICING in Barcelona, VELO in France…), inter-modality, park & ride (bicycle rental)…

Opportunities

Velenje, the largest city in Šaleška valley, is today one of the economically most developed industrial centre of Slovenia. The most important companies for city development are Mining Company Velenje, Gorenje and Thermal Power Plant Šoštanj (TEŠ). Those main representatives of the industry are involved in numerous environmental projects and in their social responsibility highlight the importance of environment protection, which produces increased environmental awareness and responsibility in people. This can be turned in favour of promoting cycling as the most environmentally friendly way of transport (see Table 1). Setting up tables with bike paths (workshops, lectures on the theme: air quality, noise protection, sustainable development), art and photography competitions for children and youth… to inform and engage different target groups. Large companies employ close to 80 % of all employees in the municipality. If most of the employers were willing to persuade their employees to make the daily commuting using a bike, it would certainly greatly reduce the traffic at peak periods. Companies should encourage employees with rewarding of arrival to the work with bicycle. With those measures companies justify their social

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responsibility. Companies should install showers in its facilities, so bikers could take a shower and put on business clothes. Establishment of public bicycle rental system (Smart bicycle system) will again encourage residents of Velenje to cycle again- Try Before Buy effect/ concept. Integration with others transports means. Intermodal transport (bus – bicycle or train – bicycle) in Velenje is not developed yet. To implement such intermodal transport reorganization of public transport means is needed. There is an increasing number of folding bicycles and they are also becoming cheaper and cheaper which increases the potential and development of intermodal transport. The popularity of electric bicycles is increasing similar to folding bikes. Electric bicycles enable easier cycling, without great physical inputs (smaller sweating). Municipality of Velenje is already involved in various projects that provide the promotion, modernization and construction of bicycle networks (e.g. “Bicy”; project for “Development of Bicycle Network”, projects for “Arrangement of bicycle path on the abandoned train route”). With this kind of projects we remind people that cycling can be enjoyable, sustainable, relaxing and healthy mode of transportation and the bike will again be anchored in the consciousness of the population.

Threats

Increasing number of cyclist and bicycles increases the danger and the number of thefts and vandal attacks. This could be prevented by e.g. surveillance cameras on the bike parking spots. A bike can be also protected from all external influences (vandalism, theft, metrological influences) by help of stylish storage bike boxes.

Implementation action »Innovative bike sharing system in Velenje«

Bike share programs can provide safe and convenient access to bicycles for short trips, such as running errands during lunch, and transit-work trips. The international community has experimented with bike share programs for nearly 40 years. Until recently, bike share programs worldwide have experienced low to moderate success; in the last 5 years, innovations in technology have given rise to a new (third) generation of technology-driven bike share programs These new bike share programs can dramatically increase the visibility of cycling and lower barriers to use by requiring only that the user have a desire to bike and a credit card or phone. Bike share programs, such as systems in Paris and Lyon, France, help increase cycling mode share, serve as a missing link in the public transit system, reduce a city’s travel-related carbon footprint and provide additional ‘green’ jobs related to system management and maintenance. In the US, many cities are looking into bike share programs, though they have not yet been widely implemented. These systems are not fool proof; poor design, under-utilization and a lack of maintenance are among the potential pitfalls faced when building and implementing a bike share system. Existing and proposed bike share programs employ a wide variety of technologies, and “lessons learned” are being continually applied to new systems. For a bike program to be successful it is important that the

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correct technology and package of services involved be mated to the unique challenges that each program faces. For this reason it is strongly recommended that we consider implementation of a bike share program within an independent assessment of Velenje needs, economics, technologies, logistical issues, service area, and other challenges faced by a final system. (Source: White Paper “Bike Sharing/Public Bikes: A Summary of Program, Vendors and Technologies)

Action plan

On the basis of listed objectives a range of measures that support each of the goals is prepared. Prepared set of measures is manageable and achievable within the next 2-3 years. The importance of dividing the responsibilities among various stakeholders, and to involve them in implementing the measures is inevitable:

• Better conditions for cycling

• Safer cycling

• More cyclists

• Satisfied cyclists

• Effective planning for cycling

Where further developed are actions within:

“Effective planning for cycling”:

� Bicycle coordinator at the Municipality of Velenje (with clear tasks and responsibilities, key

involvement in all new road construction and major interventions at an early stage)

� Preparation of the recommended urban cycling standards for new buildings (bike paths,

walkways, parking, marking - based on similar standards, manuals and other cities)

� Integration into European projects and partnerships in the field of cycling

Measure number 2 “Preparation of the recommended urban cycling standards for new buildings (bike paths, walkways, parking, new infrastructure (PUBLIC BIKE PROGRAMS), marking - based on similar standards, manuals and other cities)” foreseen the placement of public bikes within a bike sharing system in Velenje.

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Innovative bike sharing system in Velenje

The project foreseen placement of 5 bike sharing point in the city of Velenje where on each would be

7 public bikes for rental. The system would provide innovative technology solutions for rental

services and also detailed concept of tracking and control solutions. The predicted bike sharing

system would allow leaving a bike on other points and by that serve as a useful city tool for many

opportunities. The system will be upgraded accordingly to the findings and needs in the future.

On the map below are seen eight location points of “BIKE SHARING SYSTEM” as alternative points in

the initial phase of planning of implementation action.

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Alternative location points for bike sharing systems in Velenje.

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Cycling network in Velenje with foreseen BIKE SHARING POINTS

The budget for predicted implementation of pilot investment is described in details in the application

from of BICY project, where the amount of 42.000 € is predicted for purchasing of needed equipment

(bikes and placement of points) for establishment of bike sharing system in Velenje.

OVERVIEW OF EXISTING BIKE SHARE PROGRAM ELEMENTS Technology-driven bike share programs have many common elements including equipment and systems (e.g., bike fleets, parking and locking mechanisms, user interface and check-out protocols, and station networks), as well as maintenance and management requirements (e.g., fleet and station maintenance, status information systems and bicycle redistribution systems). Equipment and Systems Bike Fleet Fleet bikes should be distinctive, designed for easy city use, and be clearly branded to increase their visibility. Bikes typically come with full fenders, chain guards and, in some cases, bike locks. Most bikes come equipped with a Global Position System (GPS) unit, Radio Frequency Identification (RFID) tag, or other type of tracking mechanism. This function is typically used in fleet management and location of lost or stolen bikes.

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Parking and Locking Mechanisms Two major types of locking technology, both fully automated, are available: 1. Bikes lock to either a rack or kiosk where users collect and drop bikes using a credit card or other card with a magnetic strip. This is commonly referred to as a smart card system. Smart card systems are found throughout the world. These systems are generally simple to operate, making them accessible to the general public. 2. Bikes are secured using an electronic lock mounted on the bike. Users must phone the operating company to receive the code to the lock. This is commonly referred to as a dial-a-bike, or call-a-bike system. These systems are found predominately in Germany. Call-a-bike check-out requires very little infrastructure as the necessary mechanisms are mounted on the bike itself. Stations using smart card systems generally require: • A bar, post or other physical structure to lock bicycles between uses • A computerized system to check bicycles in and out • A power source to control check-in/check-out and track bicycles Station Design, User Interface and Check-in/Check-out protocols All bike share programs require a user interface to collect and retrieve bicycles, through a check-in/check-out system. The interface should be simple and easy to understand. Stations should provide clear directions on how to access and return a bicycle. Other recommended elements and design guidelines include: • Instructions on where and how to return bicycles • Cost and pricing information • Contact information to report damaged bikes or stations • Maps of nearby stations and recommended bicycle routes • Damage resistant locking mechanisms • Quick access to avoid queues and maximize safety Both system styles may require the user to register prior to bike check-out. Any registration process and related technology should be well thought-out and intuitive. The best systems will offer multiple options to register and pay for bike check out (e.g., smart card or credit card.) Smart card systems allow quicker, more convenient bicycle access as users are not required to make a phone call in order to check bikes in or out. Programs using a smart card system generally do not provide users with a lock. Call-a-bike systems require the user to know and plan for the need to place a phone call in order to unlock the bike, but allow increased flexibility in terms of return locations and provide the ability to temporarily secure the bike during the rental period.

Maintenance and Management A key aspect of any bike share program is system and fleet maintenance and management. These activities can help to ensure the bike share system is in top operating order and sufficient bikes are available to accommodate all users. To ensure that bicycles are available at all stations, it is likely

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that bicycles will have to be redistributed from one station to another from time to time. Past performance of systems in Lyon and Paris indicates that many locations experience peak times of business when a rack will be either completely full or completely empty, making the rental or return of bikes impossible. Information about bicycle demand should be gathered through GPS units, Radio Frequency Identification (RFID) tags and any other means used to track bicycle locations. Bike fleet maintenance includes common activities such as filling tires with air and ensuring that bike gears shift smoothly. Station maintenance may include repairing lock mechanisms, replacing damaged interfaces, and installing new power sources. Bikes and stations not kept in good repair can create safety and liability issues.

Cost, Funding and Operational Models Costs associated with a bike share systems fall into four categories: • Direct capital costs (e.g., bikes and terminals) • Direct operating costs (e.g., administration, maintenance, and electricity to power terminals) • Associated capital costs (e.g., construction of the system for building the necessary infrastructure and streetscape improvements) • Associated operating costs (e.g., maintenance of docking infrastructure and the existing bikeway network, insurance costs) It is common for a public agency to undertake operation of a bike share system with an operating partner, as most bike share systems are not financially self-sustaining. Funding for public bicycle systems commonly comes through a combination of advertisements, user fees, and public government funds and operates as a public-private partnership.

(Source: White Paper “ Bike Sharing/PublicBikes: A Summary of Program, Vendors and Technologies)

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ADDITIONAL - Data collection

1. General overview

1.1. Population

Number of citizens (city): 25.834 (1.1. 2010)

1.1.1. Number of citizens (agglomeration): 33.199

1.1.2. Age compound: Data from: 30.6.2009.

Age (years) Number of inhabitants Percentage

0 -4 1601 4,8

5-9 1475 4,4

10-14 1476 4,4

15-19 1680 5,1

20-24 2337 7,0

25-29 2757 8,2

30-34 2668 8,0

35-39 2227 6,6

40-44 2506 7,5

45-49 2972 8,9

50-54 3169 9,5

55-59 2624 7,9

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60-64 1700 5,1

65-69 1434 4,3

70-74 1162 3,5

75-79 842 2,5

80-84 428 1,3

85-89 202 0,6

90-94 41 0,1

95-99 8 0,02

100 - 0 0,0

TOTAL 33 309 99,92

1.1.3. Average age: 40,0 (2008), average age in Slovenia 41,3 years

1.1.4. Citizen compound (male-female; children, school-children & undergraduate, employees,

pensioners): 13.128: Male, Female: 12.706 (1.1. 2010)

1.1.5. Compound of employees (blue-collar / white-collar): n/a

1.1.6. Compound of employees (manufacturer industry / service providers / civil servant):

The data in the form of a compound of Employees are not available,

however the data which is available is in the following form (June 2010):

- Active working population: 18679

- Employed persons - 17762

- Self-employed persons - 917

- Self-employed persons without farmers - 734

- Self-employed persons – farmers: 183

1.1.7. Decisive industrial, service provider industries in the region: described above

1.1.8. Number of shift they are operating in:

coal mine & energy sector: 3 shifts, Gorenje also operates in 2 or 3 shifts

(depends on season and market demands), the rest of the companies operates

mostly in 2 shifts.

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1.1.9. Regional average salary (blue-collar / white-collar)

Average net income in August 2010 in Velenje was 916,1 €. In the Savinjska statistical

region, where Velenje belongs to, the net income in the same time period was 893, 55 €.

1.1.10. Regional average salary’s ratio to nationwide average:

The national net income in August 2010 was 964, 55€. Net income in

Velenje, Compared to national net income was 94,97 % of national net income.

1.1.11. Average pension:

Average pension in Velenje is among highest in the country. Because of the simple fact – a

lot of pensioners are coming from the coal mine industrial sector, which has relatively high

pensions. The average pension in Velenje in May 2010 was 825,1 €.

1.1.12. Number of school children and students: Number of children in day-care : 1054

Number of children in primary school: 2 606 Number of children in secondary school level from Municipality of Velenje: 1484 Number of students from Municipality of Velenje: 2137 1.1.13. Tourism: described above

1.2. Geography

1.2.1. City area (km2):,

1.2.2. Number and are of park (m2):

1.2.3. Agglomeration area (km2): 83,512

1.2.4. Summer temperatures: average summer temperature: 18 °C

1.2.5. Winter temperatures: average winter temperature: -1 °C

1.2.6. Humidity. Average air humidity: 76%

1.2.7. Precipitation: 1232,4 l/m2 Precipitation on yearly basis: 160 days

1.2.8. Physical relief and altitude characteristics:

The city Velenje lies in the Šaleška valley, by the river Paka with average altitude of 394 m

above the sea level. Velenje forms functional conurbation in the spatial and economic

terms with the neighbouring municipality of Šoštanj, together with over 40 000

inhabitants. Terrain characteristics: mostly flat terrain in the city of Velenje with hilly

terrain on the outskirts of the city.

1.2.9. City centre / old town physical and legal restrictions from traffic point of view.

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The city of Velenje has no typical old town, as it is only 51 years old and its urban design is

late modernistic, with many green areas. The motor vehicle traffic is prohibited in the city

centre and is intended exclusively for

pedestrians. Access for the motor

vehicles is in most cases physically

prevented.

1.3. Infrastructure

1.3.1. Number and type (P, P+R) of parking

places of charge and free of charge:

1.3.2. Number of bicycle parking places: 750 - estimated

1.3.3. Characteristics of city infrastructure (bypass roads / motorway, boulevard)

1.3.4. Alternative approach options on public road: Total 15,7 km

• Length of bicycle roads. City / agglomeration: 3, 3 km intra-city cycling paths

• 0, 9 km of cycle lanes next to carriageways

• 0,8 km of separated cycling lanes

1.3.5. Compound of public roads – motorway, high street, etc.

Public roads (km) TOTAL: 247,6

State roads 39,5

..motorways - AC 0

..expressways (with divisible carriageway) - HC 0

..expressways (without divisible carriageway)– HCH1 0

..main roads I – G1 17

..main roads II – G2 0

..regional roads I – R1 0

..regional roads II – R2 5,5

..regional roads III – R3 17

..regional turist roads T – RT 0

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Municipal roads 208,2

..local roads – LC 77,9

..main city roads – LG 0

..collection city roads – LZ 10,8

..city/town roads – LK 37,4

..public paths – JP 82,2

1.3.6. Available systems of public utility (capacities, output, power, connections) gas, electricity,

water, heat, sewage etc: described above

1.3.7. Recent infrastructure developments in 1-3-5 years.

1.4. Traffic

1.4.1. Victims in road accidents (help yourself): 0,5

1.4.2. Allowed blood alcohol level (‰): 0,5 ‰, professional drivers, drivers of company/ Institution

vehicles : 0.0 ‰

1.4.3. Motorization (number of vehicles / 1000 inhabitants):

According to the data from 2008, every second inhabitant owned a personal car (490 cars

per 1000 inhabitants) which has had an average age of 8 years – the same as the average vehicle

age on national level.

Motor vehicles compound (31. 12. 2009) TOTAL: 19045

..motorcycles 691

..passenger cars and special passenger cars 16381

....passenger cars 16304

....special passenger cars 77

..busses 27

..goods motor vehicles 1081

....lorries 919

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....service vehicles 48

....road tractors 54

....special lorries 60

Trailing vehicles 362

..goods trailing vehicles 202

....trailers 141

....semi-trailers 61

..caravans 140

1.4.4. Regional age compound of vehicles (emission standard compound is good too.): n/a

1.4.5. Regional age compound of vehicles compared to nationwide average: see above

1.4.6. Air Traffic (passenger / cargo) n.r

1.4.7. Traffic compound – destination, through (transit), seasonal. Especially in respect of freight

transport: Municipality of Velenje implemented a “Traffic study in the urban design of city

Velenje with reference to other settlements in the municipality of Velenje and conceptual

design provided for road-traffic network and a rough appraisal of the proposed variants” in

June 2007. In the framework of this study numerous analyses and traffic modeling was

conducted. The collected data and models resulted in proposals of traffic arrangements on

the levels of:

• road network

• stationary traffic,

• overall traffic regulations of the city center

• Public bus services and

• bicycle and pedestrian traffic.

The model of average daily traffic for personal cars in 2006 aggregates 42 000 daily car trips in

the area of Municipality of Velenje. The morning rush hour in Velenje lasts from 7 AM – 8 AM,

afternoon rush hour lasts from 3 PM – 4 PM. Calibrated number of trips in morning peak hour

is 6.8% and in the afternoon peak hours and 9.0% of average daily trips.

Validation of the morning peak hours, personal cars:

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Traffic density

class

Traffic density

(vehicles)

Deviation

criteria

(vehicles)

Number of

monitored

sections

Number of

sections that

match the

criteria

Share of the

sections that

match the

criteria

1 0 - 350 ± 50 veh./h 121 115 95 %

2 350 - 1300 ± 15 % 34 32 94%

3 over 1300 ± 200 veh./h 0 0 0

Validation of the morning peak hours, freight traffic:

Traffic density

class

Traffic density

(vehicles)

Deviation

criteria

(vehicles)

Number of

monitored

sections

Number of

sections that

match the

criteria

Share of the

sections that

match the

criteria

1 0 - 70 ± 10 veh./h 143 134 94 %

2 70- 250 ± 15 % 12 8 67%

3 over 250 ± 40 veh./h 0 0 0

Validation of the afternoon peak hours, personal cars:

Traffic density

class

Traffic density

(vehicles)

Deviation

criteria

(vehicles)

Number of

monitored

sections

Number of

sections that

match the

criteria

Share of the

sections that

match the

criteria

1 0 - 350 ± 50 veh./h 93 81 87 %

2 350 - 1300 ± 15 % 62 56 90%

3 over 1300 ± 200 veh./h 0 0 0

Validation of the afternoon peak hours, freight traffic:

Traffic density Traffic density Deviation Number of

monitored

Number of

sections that

Share of the

sections that

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class (vehicles) criteria

(vehicles)

sections match the

criteria

match the

criteria

1 0 - 70 ± 10 veh./h 155 151 97 %

2 70- 250 ± 15 % 0 0 0

3 over 250 ± 40 veh./h 0 0 0

1.4.8. Traffic compound – within town, town→ agglomeraZon, town← agglomeraZon: n/a

1.4.9. Traffic density (vehicle / day): see the section above

1.4.10. Congestion characteristics: see the section above

1.4.11. Modal Split (Car, Motorcycle, Bicycle, Bus, Train): table above

1.4.12. EEV strategy.

In the beginning of 2011 special project team of experts was established to develop the city

mobility strategy based on sustainability concepts and emerging technologies. The strategy will set

goals and priorities to be reached by the year 2020.

1.4.13. Bike rental options:

Bike Rental system is currently not available in Velenje. Pilot bike rental system is planned to

be implemented in year 2012 within the above mentioned BICY project. Pilot system will

consist of 5 rental stations and 40 bicycles, and could be upgraded later according to the

needs.

1.4.14. Car pooling and similar: n.a

1.5. Public Transport: described above

1.5.1. Types of available PT, answer following point respectively (unless pointless): described above

1.5.2. Types of available Traffic Control Systems: described above

1.5.3. The need for PT: described above

1.5.4. Profile of PT – urban, suburban, coaches: described above

1.5.5. Compound of PT users (pensioner, school-children): described above

1.5.6. Aim of PT use (to school, to work)

According to the survey, 40% of interviewees are using LOKALC to travel to work, 41% of users are

travelling to school.

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1.5.7. Number and profile of PT operators (municipal, private / urban, tourist)

In the area of Municipality of Velenje two main bus operators are active together with few

smaller operators who are offering mainly specialized services, such as tourist bus services.

The subject of this analysis is a company Izletnik Celje d.d., which is the concessionaire of

Municipality of Velenje for implementing the LOKALC service. In this data collection, the data

for the LOKALC service in Velenje is provided and the data for the Izletnik Celje bus operator

when appropriate.

1.5.8. Number of constant lines. LOKALC: 5 lines in Velenje,

1.5.9. Length of lines: 65 km

1.5.10. Bus stopping distances: min 150 meters, maximum 500 meters

1.5.11. Fleet strengths:

The provider of LOKALC service is a relatively large bus service operator Izletnik Celje,

Public Limited Company based in the city of Celje. For the LOKALC service currently 15

Iveco Daily AS2004M buses are being used with 18 +1 seats and 20 standings.

1.5.12. Carried passengers: LOKALC 415 000 in year 2010, Izletnik Celje total: 637 536 passengers

in year 2009

1.5.13. Driven distance: LOKALC: 92 592 km in year 2010, Izletnik Celje total: 9.845.856 km

1.5.14. Number of employees: Izletnik Celje: 342 (31. 12. 2009)

1.5.15. Qualification n.a.

1.5.16. Passenger information systems: LOKALC: website, bus stop tables,

1.5.17. PT’s center of gravity. Near train station, parking lot, coach terminal: city centre, shopping

areas, schools

1.5.18. Intermodal solutions: currently not available

1.5.19. Recent PT developments in 1-3-5 years: New bus station, LOKALC service continuation

1.6. PT finance

1.6.1. Finance construction of the given PT: LOKALC: price of the service for year 2010

was 540.677,2 €. 103.200,0 € are contributed by the local economy.

1.6.2. Municipal share of financing (million Euro): 0, 44

1.6.3. Total budget of the municipality (million Euro): 53, Year 2010

1.6.4. Budget of traffic related expenses – traffic, infrastructure, PT, parking: 6 mio €

1.6.5. Ticket tariff according to 1 hour of parking, 1 liter of 95 gasoline: 0,4 €/h, gasoline price:1,279€

1.6.6. average salary (Euro) 2011 data: 916,1 € net income

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1.6.7. One-yearly adult non-allowance season ticket (Euro) 2011 data: LOKALC free

1.6.8. Revenue (tickets, season tickets, advertising, special services): Izletnik Celje: 17,3 mio €

1.6.9. Allowances: n.a.

1.6.10. Operational costs, amortization, running expenses (euro / km): Izletnik Celje: 2.218.000,00 €

1.6.11. Reserve capacities of PT: n.a

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SOURCES

• Databases of Statistical Office of the Republic of Slovenia (http://www.stat.si)

• Strateški razvojni dokument mestne občine Velenje, Municipality of Velenje: 2009;

• Lokalna agenda 21 za Mestno občino Velenje, Municipality of Velenje: 2009;

• Pretok, časopis Termoelektrarne Šoštanj ; July 2010 (Thermal power plant Šoštanj - Internal

publication);

• VERTOT, Nelka. Starejše prebivalstvo v Sloveniji, Ljubljana : Statistični urad Republike

Slovenije, 2010;

• Letno poročilo o delovanju družbe Izletnik Celje d.d., 2009, (Annual report on the operation

of company Izletnik Celje d.d.);

• Lokalna razvojna strategija za mestno občino Velenje, občino Šoštanj in občino Šmartno ob

Paki, Municipality of Velenje: 2008, (Local development strategy for municipalities of Velenje,

Šoštanj and Šmartno ob Paki);

• Plan razvoja in vzdrževanja občinskih cest za obdobje štirih let, Municipality of Velenje: 2010,

(Development and maintenance of municipal roeads for period of four years);

• Študija o dopustnosti brezplačnega javnega potniškega prometa z vidika varovanja javnega

interesa, državnih pomoči in izkrivljanja konkurence: Inštitut za javno-zasebno

partnerstvo, Inštitut za javno-zasebno partnerstvo for Municipality of Velenje: 2010 (Study on

the admissibility of free public transport in terms of protecting the public interest, state aid

and distortion of competition);

• Cestne obremenitve v obdobju med leti 2000 in 2008, Municipality of Velenje: 2010; (Road

load during the period between 2000 and 2008);

• Prometna študija v okviru urbanistične zasnove mesta Velenja z navezavo na ostala naselja

v Mestni občini Velenje z idejno zasnovo predvidenega cestno-prometnega omrežja in

grobo ocenitvijo predlaganih variant, OMEGA Consult for Municipality of Velenje: 2007

(Traffic study in the framework of urban design of city Velenje with reference to other

settlements in the municipality of Velenje and conceptual design provided for road-traffic

network and a rough appraisal of the proposed variants)

• Strategija razvoja turizma v Mestni občini Velenje 2009 – 2013, Municipality of Velenje: 2009;

(The Strategy of Tourism Development in the Municipality of Velenje 2009 – 2013);

• Internal documents, Press Release archives of municipality of Velenje.

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