Sustainable Urban Mobility Plan Bremen 2025 - Der Senator für ...

Sustainable Urban Mobility Plan Bremen 2025 - Der Senator für ...
Urban Mobility Plan
Bremen 2025

                      Table of Contents
Sustainable Urban Mobility Plan Bremen 2025 - Der Senator für ...
Table of Contents
Sustainable Urban Mobility Plan Bremen 2025 - Der Senator für ...

Dear Reader,
Transport planning is the subject of intense political debate in
many places. With the sustainable urban mobility plan (SUMP)
2025 a transport plan has been created for Bremen for the next
10 to 15 years.

The different aspects of Bremen’s transport planning were analysed
in an interdisciplinary fashion and current and future trends were
studied. The SUMP should ensure well-functioning and environ-
mentally-friendly mobility in Bremen. Bremen already displays a
high level of environmentally-friendly mobility: a 25% cycling mode
share is a good starting point. We want to build on this.

Innovative approaches to participation were employed in the planning process. The SUMP is
the product of intensive collaboration among a wide range of actors. There was comprehensive
and ongoing citizen participation, which included the use of new online tools. There was also
a project committee that included representatives of associations, the administration and deci-
sion makers which was consulted on an ongoing basis. This cooperation contributed significantly
to the high quality of the plan.

Key goals that we wish to achieve through the SUMP are:
• An increase in social inclusion
• A higher level of traffic safety
• Optimisation of commercial traffic and accessibility of Bremen as a regional centre
• More and better services for environmentally-friendly modes of transport
• Linking of transport systems
• Strengthening of walking, cycling and public transport — including between the city and
  the surrounding region
• Fewer negative effects on people, health and the environment

The SUMP has achieved a fine balance between the necessary degree of planning detail and
maintaining sight of the big picture. It is a work in progress. The measures must be concretised
and verified. In this way, the SUMP will be continually updated so as to be able to react to
future developments. Despite the comprehensive and complex issues and the extensive partici-
pation, we managed to prepare and politically pass the SUMP in a 2.5 year project period.
We hope such active participation from the public (both lay and professional) will continue in
the future.

I am pleased that the Bremen sustainable urban mobility plan has met with such international
interest and received the European SUMP Award. Many cities have similar challenges to
overcome. With this English summary, we hope to inspire other cities — both in content and
in process — to take innovative roads to the mobility of the future.

Dr Joachim Lohse
Senator for Environment, Construction and Transport Bremen

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Sustainable Urban Mobility Plan Bremen 2025 - Der Senator für ...
4   Sustainable Urban Mobility Plan Bremen 2025


                 5   Planning Dialogue                              53   Urban Mobility Scenarios
                      and Participation Plan                        54	Urban Mobility Scenarios
                                                                    55 2025 Base Scenario — How Will Mobility
                 6	Motivation, Project Definition and
                                                                   		 Develop if No New Measures are Taken?
                                                                    59	Test Scenarios
                 7	Development Process of the SUMP
                                                                    60	Test Scenario 01:
                 9	The Project Committee
                                                                        Optimisation of Motor Vehicle Traffic
                 9 Integrated Planning
                                                                    60	Test Scenario 02:
                10	Project Execution and Citizen Participation:
                                                                        Public Transport Offensive
                    The Planning Dialogue
                                                                    61	Test Scenario 03:
                11	Regional Citizens’ Forums
                                                                        Efficient Local Mobility
                11	Online Participation
                                                                    61	Test Scenario 04:
                14	Outreach Participation
                                                                        Walking, Cycling and Public Transport
                14	Participation of Neighbourhood Councils
                                                                    62 Test Scenario 05:
                    and Public Interest Groups
                                                                   		 High Mobility Costs
                                                                    62	Comparison of the Test Scenarios
                                                                    66 Measure Evaluation and Methodology
                15   Goals                                         68	Definition of the Target Scenario and Results
                16	Goals of the Sustainable Urban Mobility Plan

                                                                     73   Implementation Plan
                18   Opportunity and                                      and Measures
                      Shortcoming Analysis                           74 Implementation Plan and Measures
                19 Opportunity and Shortcoming Analysis              74	Financial Framework for the Sustainable
                19	The Mobility of Bremeners                            Urban Mobility Plan
                22	Urban Structure, Accessibility Analyses          75 Financing Paths
                26 Motor Vehicle Traffic                             76	Measures
                30	Urban Planning and Major Roads
                34	Car Sharing
                36	Local Public Transport                           93   Evaluation Plan
                40	Analysis of Bicycle Traffic
                                                                     94	Principles of the Evaluation Plan
                40	The Bremen Bicycle Network
                                                                     94	Regular Progress Reports
                48	Analysis of Pedestrian Traffic

                                                                     95   Annex
                                                                     95 SUMP Timetable
                                                                     98 Copyright and credits

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Sustainable Urban Mobility Plan Bremen 2025 - Der Senator für ...

Planning Dialogue
and Participation Plan

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Sustainable Urban Mobility Plan Bremen 2025 - Der Senator für ...
6   Sustainable Urban Mobility Plan Bremen 2025
    Chapter 2 Planning Dialogue and Participation Plan

              Motivation, Project Definition and Participation
              The Sustainable Urban Mobility Plan (SUMP) is inten-        Guiding Principles of Urban Development 2020, etc.)
              ded to set the strategic framework for the future           and their present and future opportunities and short-
              development of transport in Bremen. Questions that          comings. Measures and packages of measures that
              were addressed included, e. g. “How will people get         could optimise these existing strategies will be exami-
              around in Bremen in the future? Which infrastructure        ned to assess their effects on the achievement of the
              measures should be tackled in the future? Which prio-       goals, and an implementation plan will be developed.
              rities should be set?” The SUMP addresses all journey
                                                                          Given the financial situation in Bremen, measures
              purposes (work, leisure, shopping, etc.), all modes of
                                                                          were to be developed that are particularly efficient
              travel and all transport networks for non-motorised
                                                                          and offer high return for modest investment. Apart
              modes and for motorised travel on roads and rails.
                                                                          from infrastructure measures, the SUMP should also
              Social and spatial conditions have changed conside-         include the spectrum of cost-effective measures offe-
              rably in recent years. New housing facilities, changes      red by traffic and mobility management. The questi-
              in values, more flexible working hours, the concentra-      ons of future maintenance and financing of transport
              tion of small business in shopping centres and the          infrastructure were also to be examined in the SUMP.
              extended opening hours of small businesses, Internet,
                                                                          Following an EU-wide tendering process, the com-
              e-mail, growth in commercial and goods transport,
                                                                          pany Planersocietät (Dortmund and Bremen) and the
              increased use of small delivery vehicles, demographic
                                                                          Ingenieurgruppe IVV GmbH & Co. KG (Aachen) were
              change, electric mobility or car sharing are just a few
                                                                          assigned the task of drafting the SUMP. This team
              of the keywords that describe this multi-faceted change.
                                                                          was supplemented by the Büro für Verkehrsökologie,
              This also leads to changes in travel behaviour and to       which was responsible for moderating the citizens’
              the need to examine related questions surrounding the       forums, and the Institute of Urban and Transportation
              future conception of Bremen’s transport activity in         Planning at the University of Aachen for their acade-
              order to deploy the city’s limited financial resources in   mic expertise and for the creation of the evaluation
              a targeted and efficient way, maintaining the attrac-       plan. Nexthamburg Plus UG (Hamburg) set up the
              tiveness and high quality of life for Bremen’s citizens,    online participation portal
              workers and visitors; for industry, trade and services;     The firm Protze + Theiling carried out the goal deve-
              as well as for research, rejuvenation and recreation.       lopment process and supervised the first two public
              The goal of the SUMP is to develop a mid- to long-
              term strategy for the development and regulation of         A new SUMP was needed as many changes had taken
              mobility behaviour and transport in the City of Bre-        place in settlement and infrastructure in Bremen over
              men. The interaction of the movement of people and          the previous 15 — 20 years (since the last planning
              commercial transport with land use will be analysed         document), and it was time to adjust to the future
              keeping in mind existing goals and strategy docu-           demographic, ecological and economic challenges in
              ments (climate protection and energy programme,             the area of transport planning.

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Sustainable Urban Mobility Plan Bremen 2025 - Der Senator für ...

Development Process of the SUMP
    Stages of the Bremen SUMP

                                                     Planning dialogue
                                                     with citizens, associations,
                                                     committees, public interest groups,
                                                     decision makers

    goals of the sustainable urban                   citizen forums, public interest
                                                     group participation                   summer 2012
    mobility plan

                                                     online dialogue, citizen forums,
    status analysis:                                 regional committees, public           winter 2012/2013
    opportunities and shortcomings                   interest groups

                                                     online dialogue, citizen forums,
    test scenarios Bremen 2025                       regional committees,                  late summer 2013
    measure development                              public interest groups

                                                     online dialogue, citizen forums,
    impact assessment and measure evalua­-           regional committees, public           first quarter 2014
    tion /development of the target scenario         interest groups

                                                     online dialogue, citizen forums,
    draft SUMP with implementation plan              regional committees, public           second quarter 2014
    (resolution)                                     interest groups

The development of the SUMP took place in five
phases, including a broad participation process.
                                                            Phase 3: Test Scenarios
                                                            In the third step, five future scenarios were develo-
Phase 1: Goals                                              ped. These offered a glimpse into various packages
                                                            of measures which might play a role in solving future
The first step was to define the goals to be achieved       transport problems. The idea was to think about
through the SUMP. The goals serve as the basic orien-       which measures could play a role in solving future
tation of the SUMP, providing direction for the subse-      transport problems. The effects of the proposed mea-
quent steps. They resulted from a public discussion in      sures and packages of measures were examined and
the summer of 2012. The goals are listed in chapter 3.      evaluated on the basis of the goals of the SUMP to
                                                            determine whether they would be effective, if they
                                                            might bring unwanted side effects and what their
Phase 2: Status Analysis                                    financial consequences would be. The test scenarios
                                                            are described in more detail in chapter 5.
The second phase of the SUMP was the analysis of
the current situation, including a detailed analysis of
opportunities and shortcomings. The current trans-
port network was examined in detail in this phase.
Where are the problems? Where is there often con-
gestion? Which areas are not well connected to the
bus or tram? Where are the gaps in the bicycle and
pedestrian networks? Bremen’s strengths were also
looked at, as well as how they could be further built
upon. Along with studies by transport professionals,
numerous citizens provided input through the citi-
zens’ forums and online dialogue. The results of the
opportunity and shortcoming analysis can be found
in chapter 4.

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8   Sustainable Urban Mobility Plan Bremen 2025
    Chapter 2 Planning Dialogue and Participation Plan

              Phase 4: Measure Evaluation and                               Phase 5: Implementation Plan
              Target Scenario                                               The final step was the creation of the implementaion
                                                                            plan. The implementation plan presents a plan in
              Based on this, an impact assessment and measure
                                                                            which the realisation of measures from the base and
              evaluation were built. The five test scenarios were
                                                                            the target scenarios are put into a time sequence. In
              examined to identify their effects. From this, possible
                                                                            this way, priorities are defined and planning phases
              future mobility provisions were derived. The costs
                                                                            and time dependencies are taken into account.
              associated with various measures were also identified,
                                                                            Against a backdrop of financial possibilities, three
              as well as whether the established goals could be
                                                                            financing paths were laid out, including the ordering
              reached through these measures. The scenario metho-
                                                                            of the measures, packages of measures and measure
              dology is a proven instrument in urban mobility
                                                                            programmes. Because of the uncertainty of federal
              planning to assess the effectiveness of ideas and the
                                                                            funding to the states for transport development as
              consequences and actions they imply. In order to
                                                                            well as the unclear development of Bremen’s trans-
              determine whether a measure should or should not
                                                                            port budget, the three financing paths are presented
              be recommended for inclusion in the target scenario,
                                                                            along with their corresponding assumptions. At its
              a specific evaluation methodology was developed.
                                                                            session on 23 September 2014, the city parliament
              In each case, a determination was made whether a
                                                                            approved Bremen’s sustainable urban mobility plan
              measure generally made sense or whether alternative
                                                                            including the implementation plan and annexes. It
              measures might be more effective or less costly. The
                                                                            also decided to use the SUMP as a frame of orienta-
              measures receiving the best evaluation in each topic
                                                                            tion for the further development of urban mobility in
              area were compiled in the target scenario. Measure
                                                                            Bremen. The implementation plan is described in
              evaluation and the target scenario are described in
                                                                            more detail in chapter 6.
              more detail in chapter 5.

                   Processes in the citizen participation phases of the SUMP

                   Project Process        1      Project Committee                                2      Participation

                   Transport                     State Council (lead)                                    Citizens' forums
                                                 Senator for Interior and Sport                          Regional committees
                   Bremen tram and
                   bus company
                                                 Senator for Economy, Labour and Ports                   Internet
                   External experts              Transport speakers of the parliamentary
                   Planersocietät, IVV,          fractions
                   BVÖ, RWTH Aachen,                                                                     Public interest groups
                   Nexthamburg                   Bremen Chamber of Commerce
                                                                                                         Senate departments
                                                 Automobile Association

                                                 Cycling Association                                     Project management

                                                 Friends of the Earth Germany                                      3


                                                Parliamentary Committee

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Sustainable Urban Mobility Plan Bremen 2025 - Der Senator für ...

                                                                                                                    Project committee
                                                                                                                    meeting in Bremen
                                                                                                                    North, 7/8.5.2014

The Project Committee
The entire development process of the SUMP was             atmosphere, even in moments of conflict. Decisions
carried out in close collaboration between the admi-       were made by consensus.
nistration, the local public transport provider (BSAG)
                                                           The tasks of the project committee were:
and the consultant, with regular input from the pro-
                                                           • Quality assurance of the entire process
ject committee throughout the process. This commit-
                                                           • Ensuring that the interests of the different actors
tee brought together the main actors from the trans-
                                                             were appropriately represented in the development
port sector at one table in order to achieve as broad a
                                                             of the plan
consensus as possible on the development of mobility
                                                           • Contribution to the definition of strategic goals
in Bremen. The main task of the project committee
                                                           • Assessment of the documented interim results of
was quality control of the entire process, including the
                                                             established milestones
balance of the project work in general. The composi-
                                                           • Consultation at fundamental decision points
tion of the committee was intended to ensure that the
interests of the various actors and groups were appro-     Through their personal involvement and at times sig-
priately represented in the conceptual development,        nificant amounts of work, those involved ensured that
leading to a well-balanced SUMP. The project com-          the SUMP was completed in a comparatively short two
mittee was consulted at all fundamental decision           years, that it was comprehensive and enduring, and
points. It also dealt with the statements submitted        that it was achieved by consensus. Over the two years,
during the individual project phases. The project com-     a total of 27 project committee meetings, including a
mittee was characterised by an open and tolerant           two-day meeting, were held.

Integrated Planning
The Bremen SUMP was developed in consultation                                                                       Image from the
with, and linking back to, ongoing or parallel planning                                                             Guiding Principles
processes and plans that also had a transport-relevant                                                              on Urban Develop-
scope from the fields of urban development, the envi-                                                               ment, "Come with
ronment and transport:                                                                                              us to tomorrow!"
• The Land Use Plan 2025
• The Industrial Development Programme 2020
• The Industry Master Plan Bremen
• The Inner City Plan Bremen 2025
• Guiding Principles on Urban Development 2020
  “Come with us to tomorrow!”
• The Housing Construction Plan
• The Noise Reduction Action Plan
• The Clean Air Plan
• The Climate Protection and Energy Programme
• The Local Public Transport Plan

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10         Sustainable Urban Mobility Plan Bremen 2025
           Chapter 2 Planning Dialogue and Participation Plan

                     Project Execution and Citizen Participation:
                     The Planning Dialogue
                     Bremen is a citizens’ city and a Hanseatic city with a    When involving citizens, it was important from the
                     sense of tradition. Citizens have always taken respon-    outset to inform participants about the scope and the
                     sibility for their city. The city parliament of the Free  limits of the process in order to avoid false expecta-
                     Hanseatic City of Bremen therefore wanted to find         tions. While the Bremen SUMP 2025 left room for
                     ways to include citizen engagement in the develop-        negotiation in the planning of future urban transport,
                     ment of the SUMP.                                         this did not mean that past transport decisions were
                                                                               up for discussion. Many processes had already been
                     It was a key condition that citizen participation play
                                                                               passed by the city parliament or the relevant parlia-
                     an important role. It was equally clear that a participa-
                                                                               mentary committee or were already in binding plan-
                     tion process meant much more than publicly presen-
                                                                               ning. Questioning the measures included in the base
                     ting an almost-finished draft but rather that the public
                                                                               scenario was not part of the SUMP and therefore not
                     should have the opportunity to bring their desires and
                                                                               part of the participation process.
                     visions into every phase of the planning process.
                                                                               During the course of the planning process, different
                     To this end, a planning dialogue was conceived that
                                                                               participation formats were employed. There were four
                     would follow the process through all of its phases from
                                                                               evening events in each of Bremen’s five boroughs;
                     developing the goals to drafting the implementation
                                                                               these were the forums where citizens could speak
                     plan. The target groups for the planning dialogue were
                                                                               directly with the consultants leading the process and
                     citizens, politicians from the 22 neighbourhood coun-
                                                                               with the local administration. There was also an inter-
                     cils as well as public interest groups. There were speci-
                                                                               active participation portal at www.bremen-bewegen.
                     fic forms of participation for each of these groups.
                                                                               de. In the planning dialogue, Bremen developed an
                                                                               innovative toolkit to offer citizens a range of ways to
Introduction by                                                                bring their personal experience and suggestions into
Senator Dr. Lohse                                                              the process.
at the Bremen
North citizens'

 Discussion at
­thematic stands
 at the citizens'
 forum in Bremen
                                                                                          Discussion on goals
                                                                                          in working groups

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Regional Citizens’ Forums                                              Nord

Bremen has 22 neighbourhoods and spans 40 km.
Although the SUMP is a city-wide planning document,                                              West
a compromise had to be found between venues as close
as possible to various neighbourhoods and a manage-
able number of evening events for the organisers.                                                                   Nordost
A solution also had to be found for the 22 neighbour-                                                     Mitte
hood councils. If the usual process of individual
consultation had been followed, almost 90 events                                          Links
would have been necessary. Both citizen participation                                     der Weser
and neighbourhood council participation were there-
fore organised at the level of the five boroughs as a
compromise among the various demands.

The so-called regional citizens’ forums took place in     The methodology employed in each project phase            Five regional
each project phase. In the goal identification stage at   generally combined participation elements with intro-     citizens' forums
the beginning, there were two central citizens’ forums    ductory presentations. The latter were important to       in Bremen
in the city centre. The regional forums were generally    bring all the participants to a common basis and to
evening events of roughly three hours. The events         introduce them to the topic because without a shared
took place in community centres or similar, which were    knowledge base, discussion is difficult. Afterward,
always barrier free and accessible by public transport.   visitors had the opportunity to participate directly in
The forums were run by an external moderator.             the drafting process of the SUMP in small groups and
                                                          in an informal atmosphere or to express questions,
                                                          desires and opinions either orally or by leaving them
Invitation to the first citizens' forum                   behind in written form. The citizens’ forums alternated
                                                          between discussions and presentations in plenary and
                                                          times of small group work, such as at thematic “mar-
                                                          ket stands”.

                                                          The regional citizens’ forums were characterised by
                                                          constructive discussion, lively participation and good
                                                          resonance. There were however also critical discus-
                                                          sions, which lent the SUMP a certain local grounding.

Online Participation
It was clear even during the early conceptual phase of    broad an audience as possible. There was a lively dis-
the citizen participation plan that the Internet could    cussion around the use of social media such as Twit-
play an important role in citizen participation. The      ter, Tumblr or Facebook but these were rejected in
web portal was created in           favour of a “traditional” Internet portal because of
collaboration with the firm Nexthamburg as the cen-       potential problems (data protection, user expectations
tral participation platform. This was used during four    vs. affordability of support and supervision). The por-
of the development phases, although the focus and         tal built on a system that was already on the market
the participation methodology changed to meet the         but which was modified for the Bremen process. The
particular needs of each phase. The basic approach of     participation portal was premiered in the context of
the City of Bremen was to make participation as easy      the competition “Landmarks in the Land of Ideas
as possible so that the portal would be used by as        2013/2014”.

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12   Sustainable Urban Mobility Plan Bremen 2025
     Chapter 2 Planning Dialogue and Participation Plan

               Project phase: Opportunity and                                Despite the unusually high response rate, it must be
                                                                             noted that the participation was by no means repre-
               Shortcoming Analysis                                          sentative. It was clear that the number of responses
                                                                             from the individual neighbourhoods corresponded
               The Internet portal was first put to use in the second
                                                                             with the social structure of the city. For this reason —
               project phase. The process was accompanied by
                                                                             and also because the Internet cannot replace face-to-
               active media and publicity work that drew attention
                                                                             face dialogue — the online tool was only one compo-
               to the possibilities for participation. Posters, free post-
                                                                             nent among several. Further, the organisers always
               cards and hanging cards in buses and trams were
                                                                             had the entire city in mind independent of the volume
               created. Multipliers were also used to reach a wider
                                                                             of participation and the voting so as to ensure that
               audience, for example through messages on other
                                                                             everyone’s transport interests were taken into account
               websites (e. g. the transport association or the city’s
                                                                             in the SUMP regardless of social status and the active
               own website) or through e-mail distribution lists of
                                                                             representation of legitimate interests. The participants
               associations and organisations.
                                                                             at the citizens’ forums were also not representative of
               The processing phase included an extensive analysis           the population, but the combination of the citizens’
               of the existing transport network and infrastructure          forums and the online participation led to a balanced
               with the goal of identifying the opportunities and            represen­tation of citizen interests.
               shortcomings of future solutions. The participation
                                                                             The results of the participation phase were prepared
               started from two simple questions: “Where are things
                                                                             in an atlas format in order to record the phase in the
               running badly?” and “Where are things running
                                                                             synopsis. The documentation was geared toward the
               smoothly?” These were linked to the request, “Tell us
                                                                             general public and contained all entries, even when
               your opinion”. Users of
                                                                             the high number of contributions prevented them
               could respond directly in a text field on the homepage
                                                                             from being presented in full detail.
               without needing to register. Entries could also be
               placed on a map and assigned to a transport mode
               category. Through a map view, through lists that could
               be filtered by topic, and through a search function,
               previous entries could be read and commented on.

               In addition, there was a voting function to enable
               users to agree or disagree with previously-expressed
               opinions. The participation portal was very well recei-
               ved. Results show that significantly more people than
               expected joined the participation process. All entries
               were evaluated.

               Home page of                                       Poster on participation
               during the second project phase

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Project Phase:                                              To do this a simple registration was neces-
                                                            sary. Because of the higher level of abs-
Test Scenarios Bremen 2025                                  traction and the higher complexity, there
The third project phase was about presenting and dis-       was a much lower resonance in this
cussing the basic options for transport in the city of      round. But the high quality of the entries
the future. Here, the different measure suggestions —       submitted showed that this phase — as
mainly collected in the participation stage — were fed      expected — received interest from a more
into five different thematic scenarios. In the citizen      professional audience. On the other
participation process of this phase, the difficulty arose   hand, the clear and understandable pre-
that the test scenarios were highly abstract and,           sentation of the overview pages of the
because each represented an extreme situation, it           individual scenarios enabled the use of
would not have made sense to ask for a preference.          the Internet platform at the citizens’ was therefore used mainly             forums. This participation phase allowed a
as an information medium to make the different              view into the laboratory in which the dif-
scenarios and their content understandable and easier       ferent measure suggestions are tested.
to visualise. It also allowed citizens to suggest further   This required a high level of complexity,
measures that should be included in one of the scena-       but contributed to the transparency of the
rios.                                                       overall process.                              Poster on the scenario
                                                                                                          building blocks

Project Phase: Target Scenario                              The evaluation of the input allowed statements about
                                                            the preference of particular measures, which was par-
The easy access to the process was intended to moti-        ticularly helpful for the implementation plan.
vate broad groups of users to actively participate.
                                                            In addition, in cooperation with the Senator for Edu-
There were two main goals to the online participation
                                                            cation and Science, a guide was created for teachers
in this phase: first, people were to be well informed
                                                            on how to use the participation tools in school. Clas-
about the target scenario and the selection process
                                                            ses and groups of pupils from four schools participa-
was to be made transparent. Second, citizens were to
                                                            ted in the process.
be consulted on the measure selection for the target                                                                 Screenshot of a
scenario.                                                                                                            citizen's scenario put citizens in the role of
city planners. Citizens could put together their own
scenarios from a set of over 100 measures. In doing
so, they were required to stick to a budget and keep
the goals of the target scenario in mind. They could
then find out the effects of their measures. The mea-
sures were a selection from roughly 160 recommen-
ded by the consultants and the city.

Overview presentation of a test scenario
with clickable elements

                                                            Screenshot of a citizen's scenario

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14   Sustainable Urban Mobility Plan Bremen 2025
     Chapter 2 Planning Dialogue and Participation Plan

               Project Phase: Implementation Plan                          the three financing paths and their effects and make
                                                                           suggestions on the order of implementation of the
               The focus of the online citizen participation in the last   measures. For this, a trade-off principle was used. For
               phase lay in transmitting information about the Imple-      each measure that was given a higher priority, ano-
               mentation Plan and the financing paths. Good use            ther had to be pushed down the list. This trade-off
               was made of as a partici-             process was intended to make clear that for financial
               pation portal. Following the guiding question “Which        reasons and because of planning capacity, only a limited
               measure comes when?” citizens could find out about          number of measures could be implemented quickly.

               Outreach Participation                                      Participation of Neigh-
               The format “Bremen Bewegen (Moving Bremen) on               bourhood Councils
               Tour” presented the SUMP at several locations in
               Bremen. The goal was to make people aware of the            and Public Interest
               possibility to try out the scenario building blocks and
               to offer access to citizens without Internet. “Moving       Groups
               Bremen on Tour” was conceived as a stand that could
               be set up for a day in various shopping centres.            Along with citizens, elected neighbourhood councils
               Staffed by three people at a time, the current phase        and various public interest groups were involved in all
               would be explained, the measures presented and the          phases of the process. As the SUMP is a plan for the
               opportunity offered to use the tool box on site.            entire city, the neighbourhood councils were involved
               Offering “Moving Bremen on Tour” in five shopping           in the same spatial composition as the citizens’ forums.
               centres served to increase the reach of the scenario        For this there were roughly 20 events, or four per
               building blocks.                                            borough. After each of these events, the individual
                                                                           councils had the opportunity to submit a written

                                                                           In all five phases, the public interest groups could
               Scenario building
                                                                           submit a statement on the process. This is also a first.
               blocks in the Water-
                                                                           Public interest groups include:
               front shopping centre
                                                                           • Other branches of the local authority
                                                                             (e. g. other senate departments)
                                                                           • Neighbouring regional bodies
                                                                             (counties, communities, the state of Lower Saxony)
                                                                           • Chambers, associations, and organisations
                                                                           • Bremen’s 22 neighbourhood councils

               Citizen participation
               in the Roland Center
               shopping centre

                                                                                                  "Moving Bremen on Tour"
                                                                                                  in the ­Berliner Freiheit neigh-

                                                                                                                         Table of Contents


        Table of Contents
16         Sustainable Urban Mobility Plan Bremen 2025
           Chapter 3 Goals

                     Goals of the Sustainable Urban Mobility Plan
                     Through the SUMP, strategic agenda setting for non-         In order to ensure that these strategic decisions are
                     motorised and motorised transport on road and rail,         made purposefully and take into consideration all
                     for movement of people and goods and for all journey        relevant interests, one of the first steps of the process
                     purposes will be undertaken using the time horizon of       was to develop goals for the SUMP. These goals are to
                     2025.                                                       be achieved in an effective and enduring way through
                                                                                 the measures of the SUMP. The goals serve initially as
                                                                                 a set of criteria in the opportunity and shortcoming
                                                                                 analysis. They are subsequently used as guidelines for
process of the                      Opportunity and shortcoming                  the development of the measures and then as a basis


                                                                                 for evaluation in the implementation of the SUMP.

                                                                    te S
                           of t

                                                                                 The goals of the SUMP are thus the central guidelines

                                                                  of h

                                        Measure Base scenario                    which set the framework for the entire SUMP process.

                                        develop- and 5 test                      The goals were developed at two public forums in col-

                                           ment scenarios      Go                laboration with citizens, representatives of organisa-
                                                                                 tions, political bodies and administration. In this way,
                                                                                 a broad discourse was held over the roles and tasks of
                                                                                 mobility and transport in the future.
                                                                                 The catalogue of goals was revised based on the input
                                            Implemen-                            from the citizens’ forums as well as on the statements
                                            tation Plan                          submitted by the public interest groups and the
                                                                                 senate departments. Minor editorial amendments
                                                                                 were made and the project committee reached a con-
                                                                                 sensus on the document, which they recommended
                                                                                 to parliamentary committee for approval.

                     There are six overarching goals, each with several sub-goals.
                     Goal 1:                                 Goal 2:                                  Goal 3:

                     To enable social inclusion of all       Increase transport safety and security   Offer and optimise alternative
                     people and to strengthen the                                                     transport options in the entire city
                     equality of all transport users         • Work toward Vision Zero
                                                               (no traffic fatalities)                • Strengthen the mobility chain
                     • Develop a strategy for the            • Improve physical safety for users        and the mobility mix
                       planning of footpaths                   of all transport modes and facili-     • Improve tangential links for wal-
                     • Improve the quality of sojourning       ties                                     king, cycling and public transport
                       for pedestrians                       • Improve the safety of pedestri-        • Integrate the neighbourhood
                     • Foster bicycle transport                ans, including vis-à-vis cyclists        centres to the periphery for wal-
                     • Increase the attractiveness of        • Improve the safety of cyclists vis-      king, cycling and public transport
                       local public transport                  à-vis motorised transport              • Improve services for walking,
                     • Improve accessibility of public                                                  cycling and public transport
                       space and of local public transport                                              based on the location of the
                       by providing for the needs of                                                    neighbourhoods
                       pedestrians, in particular older                                               • Improve public relations, marketing
                       people, people with disabilities                                                 and information systems. Uniform,
                       and people with small children                                                   comprehensive and understanda-
                     • Win back public space and link                                                   ble tariff systems, inclu­ding alter-
                       and make more attractive streets                                                 native transport systems (also in
                       and paths for all users so as to                                                 the surrounding region)
                       increase the quality of sojourning                                             • Develop innovative concepts
                     • Enhance and attractively design                                                  and take into account (and when
                       public space                                                                     appropriate support) existing
                     • Strengthen local mobility                                                        innovative concepts
                                                                                                      • Foster alternative propulsion
                                                                                                      • Improve water transport on the

                                                                                                                                 Table of Contents

Goal 4:                                Goal 5:                                 Goal 6:

Improve the connection of the sys­     Strengthen Bremen as an economic        Reduce the effects of transport on
tems and services for walking, cyc­ centre by optimising commercial            people, health and the environment
ling and public transport between transport                                    in a lasting and perceptible way
Bremen and the surrounding region
                                       • Reliable and effective commercial     • Reduce carbon dioxide, nitrogen
• Improve the infrastructure appro-      transport for businesses                oxide and particulate emissions
  priate to the location of each       • Ensure optimal accessibility for        in line with climate and environ-
  neighbourhood in the settlement        goods transport and for business        mental protection goals
  pattern of Bremen                      travel both by walking, cycling       • Reduce transport noise
• Foster the accessibility of the city   and public transport and by car       • Reduce the space consumption
  centre of Bremen in its capacity       as a basic requirement for Bre-         of transport. Improve the ecolo-
  as a regional centre by all modes      men in its role as a regional cen-      gical function of unused space on
  of transport                           tre in northwest Germany                transport routes (urban biotope
• Improve the infrastructure for       • Ensure the flow of traffic to and       networking and air quality).
  bicycle transport and further          from the ports                        • Reduce the separating effect of
  develop the cycle network (rou-      • Enable the handling of goods            transport routes (road and rail)
  tes), including away from busy         transport by high-capacity rail       • Reduce the need for travel
  roads                                  with high access — away from            through the use of densification
• Shift car journeys to public trans-    housing areas and, if necessary,        in city planning, by strengthening
  port journeys and improve the          with effective noise protection         neighbourhood and local centres
  connections between Bremen’s         • Minimise/make effective delivery        and by fostering mixed-use
  neighbourhoods and neighbou-           traffic in the city, being aware of     development.
  ring cities and communities to rail    individual purchasing patterns        • Reduce the various stresses on
  links (including park and ride and • Improve the accessibility of indus-       residents in populated areas
  bike and ride in Bremen and in         try and business areas for wal-       • Better use of the capacity of exis-
  the surrounding region)                king, cycling and public transport      ting transport modes and infra-
• Optimise the connections bet-        • Better management and bund-             structure
  ween Bremerhaven and Bremen            ling of long-distance traffic
  both by road and rail                • Reliable and binding network
• Comprehensive and better con-          hierarchy in the road network
  nections between walking, cyc-       • Test and, if appropriate, foster
  ling and public transport              alternative transport systems
• Strengthen cooperation with the
  other local authorities of the

                                                                                                                       Table of Contents

     Opportunity and
     Shortcoming Analysis

                            Table of Contents

Opportunity and Shortcoming Analysis
The opportunity and shortcoming analysis presents                • Considering the established goals, what shortcomings
Bremen’s current transport situation as compared to                are there in the transport system?
its established goals, which are to be achieved by               • How can these shortcomings be evaluated?
2025 by means of the measures developed.
                                                                 During the opportunity and shortcoming analysis, a
The focus was on the following questions:                        comprehensive study was carried out by the consultant
• Considering the established goals, which areas present         group and over four thousand comments and sugges-
  opportunities and should be further developed?                 tions submitted by the public via the participation
                                                                 portal were evaluated.

 Online citizen input


      Number of contributions by category

         1,786              1,533             670        247
       car and lorry    walking & cycling   bus & tram   other

The Mobility of Bremeners
Two household surveys carried out in 2008, the Sys-              In comparison with other selected major cities in the
tem Repräsentativer Verkehrserhebung (SrV) and the               SrV, it became clear that Bremen stands out mainly for
Mobility in Germany Survey, provide a detailed pic-              its high bicycle mode share. A quarter of journeys are
ture of Bremeners’ transport behaviour. Both surveys             taken by bicycle, equaling 420,000 bicycle trips per
are representative and were carried out over the                 day. The pedestrian and public transport shares are
course of an entire year.                                        comparatively small. With the exception of Frankfurt,
                                                                 the share of private car use in all of the cities in the
                                                                 study was 40 — 41%.

                                                                                                                            Table of Contents
20             Sustainable Urban Mobility Plan Bremen 2025
               Chapter 4 Opportunity and Shortcoming Analysis

                                                                                                           car                                                                                            car
                               Modal split of citizens by city                                             PT                    Mode choice by gender                                                    PT
                               (source: SrV 2008)                                                          bike                                                                                           bike
                                                                                                           foot                                                                                           foot

                                100 %                                                                                             100 %

                                               34 %         40 %         40 %        40 %                41 %                                                                     34 %
                                 75 %                                                                                              75 %             47 %

                                               23 %                                                                                                                               16%
                                 50 %                       22 %         14 %        19 %                                          50 %
                                                                                                         21%                                        12 %
                                               13 %         11 %         25 %        14 %                                                                                         26 %
                                 25 %                                                                    16 %                      25 %             24 %
                                               30 %         27 %                     27 %                22 %                                                                     24 %
                                                                         21 %                                                                       17 %
                                  0%                                                                                                0%




                                                                                                                                                   male                          female

 Modal split for all travel in Bremen                                             Mode choice by age                                                                                                          PT
 (including in- and outbound commuters)                                                                                                                                                                       bike

                                                                                         < 6 yrs.                         32%                     18 %           6%                      44 %

                        10 %            15 %                                          6 – 9 yrs.                                  45%                       12 %         12%                    32 %

                                                                                    10 –14 yrs.                       26 %                                   51 %                            11 %        12 %

                                                     20 %                           15 – 17 yrs.                   17 %                            51 %                                    28 %                4%

                38 %
                                                                                   18 – 24 yrs.          10 %                     26 %                           37 %                            27 %

                                     17%                                           25 – 44 yrs.                     21 %                  22 %            12 %                        46 %

                                                                                   45 – 64 yrs.              14 %                   24 %            11 %                            52 %
     car driver
     car passenger
     public transport                                                                 > 65 yrs.                           29 %                    21 %             14 %                    36 %
                                                                                                     0%                          20 %             40 %                  60 %               80 %               100 %

                                                                                  Mode choice by region                                                                                                       PT

                                                                                                   all              21 %                   25 %              14 %                         40 %

                                                                                           middle                          35 %                           28 %                    19 %                 18 %

                                                                                                south              19 %                    31 %                    15 %                     35 %

                                                                                                 east              19 %                  22 %             13 %                        46 %

                                                                                                west                  28 %                         27 %                   17 %                   29 %

                                                                                                north              18 %                 21 %         12 %                           49 %

                                                                                                     0%                          20 %             40 %                  60 %               80 %               100 %

                                                                                                                                                                                                    Table of Contents

Vehicle access                                                           all       middle                   south              east               west           north

Households with a car                                               71 %                49 %                72 %             73 %                 58 %           84 %

Car-free households                                                 29 %                51 %                28 %             27 %                 42 %           16 %

Cars per household                                                  0.82                0.53                 0.83             0.89                0.66            1.03

                                                                                                              car                                                                                     car
 Mode choice by journey purpose                                                                               PT            Modal split of Bremeners                                                  PT
                                                                                                              bike          by total journey distance                                                 bike
                                                                                                              foot                                                                                    foot

                                                                                                                               30 %
         to work 5%            22 %                21%                                 52 %
                                                                                                                               25 %
                                                                                                                                                                  42 %
   work-related 5%               24 %        5%                                 66 %                                                          11 %
                                                                                                                               20 %

                                                                                                                                              25 %
        education          24 %                       34 %                       21 %                 21 %                     15 %                               13 %
                                                                                                                                                                              57 %
                                                                                                                                                         26 %
                                                                                                                               10 %
personal errands          21 %              21 %             16 %                         42 %                                                                    35 %
                                                                                                                                              62 %       38 %                            63 %
                                                                                                                                5%                                            23 %
                                                                                                                                                                                                    69 %
      shopping                                                                                                                                           31 %
                             29 %                  20 %           6%                     45 %                                                                         9%      19 %       32 %
   (daily needs)                                                                                                                0%                                                                  28 %

                                                                                                                                              to 1 km   1-2 km    2-5 km     5-10 km 10-20 km 20-100 km
                            28 %                16 %         7%                         49 %

           leisure          27 %                      27 %             11 %                    35 %

                 0%                20 %               40 %               60 %                 80 %            100 %

 Mobility types in Bremen by age category                                               Comparison of frequency of mode use

 40 %                                                                                                                        bicycle

                                                                                                Bremen                  39%                              21 %          11%      8%        14 %        7%

 30 %
                                                                                              cities over
                                                                                                                 22%                   19 %             13%      9%           23 %                15 %

 20 %                                                                                                                        car/motorcycle

                                                                                                Bremen                  35%                               33 %                  15%          7%     9%

 10 %
                                                                                              cities over
                                                                                                                        36 %                              30 %                 15%        7%       12 %

  0%                                                                                                                         public transport
           18 –24     25 –34      35 – 44   45 – 64     65 –79    > 80
                                                                                                Bremen           22 %                  21 %                     29%              14 %             16 %

                     mono-modal car
                                                                                              cities over
                                                                                                                     29 %                        25 %                  22%            11 %        13 %
                     mono-modal bicycle

                     mono-modal public transport                                                              (almost) daily                      1-3 days/month                     (almost) never
                                                                                                              1-3 days/week                       less than once a month             no bicycle
                     multi-modal car/bike

                     multi-modal car/public transport

                     multi-modal bike/public transport

                     multi-modal car/bike/public transport

                     limited mobility

                                                                                                                                                                               Table of Contents
22   Sustainable Urban Mobility Plan Bremen 2025
     Chapter 4 Opportunity and Shortcoming Analysis

               Conclusions about Bremeners’ Mobility
               It became clear that bicycle transport plays a major role   a 2% increase, bringing it to 27%. The current boom
               in Bremen. However in the cross-city comparison on          in the pedelec market will also make bicycle use more
               the use of public transport, Bremen shows room for          interesting for journeys of more than 5 or even 10 km.
               improvement. One reason for the relatively low use of
                                                                          In order to support the change to more environmen-
               public transport — apart from the settlement pattern
                                                                          tally friendly transport behaviour, particular attention
               of the city — is the comparatively slow travel speeds
                                                                          should be paid to actively supporting multi- and inter-
               in public transport.
                                                                          modal transport behaviour to increase the share of pub-
               In order to further strengthen the sustainable modes       lic transport use and to reduce car use — including in
               over car travel, the attractiveness of walking and cycling the over-thirty age category. Similar to other major
               needs to be improved and optimised for short distances cities, the young generation in Bremen demonstrates
               and that of public transport for mid- and long distances more multi-modal transport behaviours and lower car
               through the measures developed in the SUMP.                dependence than the older generations. All of the
                                                                          chauffeuring of young children (so-called “parent
               Bremen is a city of short distances, meaning it has great
                                                                          taxis”) leads away from independent mobility for chil-
               potential to strengthen walking and cycling. If only
                                                                          dren; depending on the distance to be travelled, this
               one in ten car journeys of under 5 km could be shifted
                                                                          could be an opportunity to shift to walking, cycling
               to a bicycle journey, the cycling mode share would see
                                                                          and public transport.

               Urban Structure, Accessibility Analyses
               Urban Structure
               The relatively high density of housing and workplaces,      The Bremen metropolitan area of roughly 325 km2 lies
               the tendency to trans-regional transport (particularly      on both sides of the Weser River and stretches almost
               goods transport) and Bremen’s role as a regional            38 km from southeast to northwest. The urban struc-
               centre in the northwest of the state of Lower Saxony        ture is distinguished by its form as a linear city. As is
               have decidedly shaped transport activity in Bremen.         characteristic of linear cities, the settlement areas of
                                                                           Bremen are oriented along the major roads, along the
               As the tenth largest city in Germany, Bremen is the
                                                                           rail line and along the Weser River so that the accessi-
               cornerstone of the registered European metropolitan
                                                                           bility (including by public transport) is relatively easy
               region Bremen/Oldenburg in the Northwest, where it
                                                                           to provide. Also typical of linear cities, the green
               serves as a regional centre. Bremen also has interna-
                                                                           spaces and open areas in Bremen are closely associ-
               tional importance as a seaport.
                                                                           ated to the individual settlement areas.
               Bremen is also the central transport node within the
                                                                           Along with the city centre (the historic, economic and
               transport association Bremen/Lower Saxony. The lines
                                                                           cultural centre of Bremen), the city has a polycentric
               of both regional and trans-regional rail traffic are
                                                                           structure, as is typical of a linear city. As compared to
               aligned with this node. Bremen is connected to long-
                                                                           cities with a compact urban structure, Bremen has rel-
               distance rail travel via its main station. Bremen also
                                                                           atively long travel times for connections between its
               serves as a central node in the network of national
                                                                           settlement areas (see the accessibility analyses

                                                                                                                         Table of Contents

                           Bremerhaven                                                                                                             Bremerhaven
                              2400                                                                                                                    1500

                                      Osterholz-                                                                                                                 Osterholz-
                                      Scharmbeck                                                                                                                 Scharmbeck
                           Schwanewede 4700                                                                                                                         1000
                               3900 Ritterhude                                                                                                                                             3400
                                                 Lilienthal                                                 Oldenburg
                                                 3100                                                         1400

                                                    Bremen                                                                                                              Bremen
                           Delmenhorst                                                                                                            Delmenhorst
                                 8400                                                                                                                   1500
                                                                                    Achim                                                                                                 Achim
                                           Stuhr                                    4600                                                                        Stuhr                     1900
                                           6100           Weyhe                                                                                                 2700

Inbound commuters to Bremen in 2010                                                                      Outbound commuters from Bremen in 2010
(communities with more than 3,000 inbound                                                                (communities receiving more than 1,000 outbound
commuters)                                                                                               commuters)

                               Travel times by
                               public transport
                               to the city centre

                                 not included,                                                                                                                                                                                  Legende
                                 low density
                                                                                                                                                                                                                                          nicht betrachtet,
                                 0 – 15 min                                                                                                                                                                                               niedrige Siedlun
                                 15 – 30 min                                                                                                                                                                                              0 - 15 min
                                                                                                                                                                                                                                          15 - 30 min
                                 30 – 45 min
                                                                                                                                                                                                                                          30 - 45 min
                                 45 – 60 min                                                                                                                                                                                              45 - 60 min
                                                                                                                                                                                                                                          > 60 min
                                 > 60 min
                                                                                                                                                                                                                                 Haustür - Hau
                               door to door                                                                                                                                                                                      (Tagesmittelwer
                                                                                                                                                                                                                                 Reisezeit > 45 Min
                               (daily mean value);                                                                                                                            Innenstadt/Sögestr.
                               travel time > 45 minutes

Travel times by car
to the city centre                                                                      Anhang 12.45: Reisezeit im öffentlichen Verkehr
                                                                                                      in die Innenstadt

                                                                                                                                                                                                     nicht betrachtet,
                                                                                                                                                                                                     niedrige Siedlungsdichte
                                                                                                                                                                                                     0 - 15 min
  not included,                                                                                                                                                                                      15 - 30 min
low density                                                                                                                                                                                          30 - 45 min
                                                                                                                                                                                                     > 45 min
                                                                                                                                                                                            Haustür - Haustür
  0 – 15 min                                                                                                                                                                                (Tagesmittelwerte);
                                                                                                                                                                                            Reisezeit > 45 Minuten
  15 – 30 min
  30 – 45 min
  > 45 min
door to door
(daily mean value);
travel time > 45 minutes

                                   Anhang 12.2: Reisezeit im motorisierten Individualverkehr
                                                in die Innenstadt
                                                                                                                                                                                                                Table of Contents
24                Sustainable Urban Mobility Plan Bremen 2025
                       Chapter 4 Opportunity and Shortcoming Analysis


                                              Schwanewede                                                    Osterholz-Scharmbeck                                   Worpswede


               Berne                                                                                                                                                                Grasberg
                                                                           Burglesum                                                                                                                             Legende
                                                                                                                                                                                                                       Stadt Bremen
                                                 Lemwerder                                                                                                                                                             Hauptbahnhof Brem

                                                                                                                                                             Lilienthal                                                Hauptroute

        Legende                                                                                                     Blockland                                                                                          Ergänzungsroute
                 Stadt Bremen                                                                                                                            Borgfeld
                                                                                                                                                                                                                       15 Minuten
                                                                                                    Gröperlingen                                                                                                       30 Minuten
                 Hauptbahnhof Bremen                                                                                                                                                               Fischerhude
                                                                                                                                                                                                                       45 Minuten
                                                                           Seehausen                                                                                                                                   60 Minuten
        Radverkehrsnetz                                                                                                                     Horn-Lehe
                                                                                                                                                                                                                       Potenzial 45 Minute
                          Bookholzberg                                                                                         Findorff                              Oberneuland                                        Potenzial 60 Minute
                 Hauptroute                                                                                        Walle
                                                                                       Strom                      �i�e                                  Vahr
                 Freizeitroute                                                                       Woltmershausen
                                                                                                                                   Östliche Vorstadt
                                                                                                                  Neustadt                                                                         Oyten
                 15 Minuten                                                                                                                                            Osterholz

                 30 Minuten                                  Delmenhorst                  Huch�ng
de                                                                                                                                                         Hemelingen
                 45 Minuten                                                                                                       Obervieland

                 60 MinutenGanderkesee
                 Potenzial 45 Minuten
                 Potenzial 60 Minuten                                                                                                              Dreye

                                                                                                                                          Weyhe                                            Thedinghausen

     Accessibility of the main train
     station by bicycle
                                                                                       Comparison of travel times by car, public transport and bicycle                                               PT

                                                                                          100          travel time [min]




                                                                                                                                                                                        distance [km]
                                                                                                      0       3            6         9        12        15        18        21     24        27         30

                                                                                                                                                                                                  Table of Contents


                                                                Nordenham                                      Bremervörde                  Accessibility of the city centre
                                                                                                                                            by vehicle from the surround-
                                                                                                                                            ing region
                                                                   Brake                                                                                                         nicht betrachtet,
                                                                                                                                                                                 niedrige Siedlungsdichte
                            Westerstede                                                                                                        not included, low density
                                                     Rastede                      Osterholz -                                                                                    < 30 min
                                   Bad                                            Scharmbeck                                                                                     30 - 45 min
                                                                                                                                               < 30 min
                                   Zwischenahn Oldenburg                                                                                                                         45 - 60 min
                                                                                     Bremen                                                    30 – 45 min
                                                                                                                          Rotenburg                                              > 60 min
                                                                                                                                               45 – 60 min
                                                                                        Innenstadt/Sögestr.                                    > 60 min
                                                              Ganderkesee                           Achim                                   door to door (daily mean value); Haustür - Haustür
                                                                                                                                            travel time > 60 minutes         (Tagesmittelwerte);
                                                                                                                                                                           Reisezeit > 60 Minuten
                                                                                        Syke                    Verden



Anhang 12.111: Reisezeit im motorisierten Individualverkehr
               aus der Region Bremen - Bremerhaven -
               Oldenburg in die Innenstadt

                                     Accessibility of the city centre                                                 Bremerhaven
                                     by public transport (including
                                     regional passenger rail)                                                      Nordenham                                    Bremervörde
                                     from the surrounding region

                                       not included, low density
                                       target                                          Westerstede
                                       < 45 min                                                              Rastede                    Osterholz -
                                       45 – 60 min                                                                                      Scharmbeck
                                       60 – 90 min                                                           Oldenburg                                                      Rotenburg
                                                                                           Zwischenahn                                Bremen
                                       90 – 120 min
                                       > 120 min
                                                                                                                 Delmenhorst            Innenstadt/Sögestr.
                                     door to door (daily mean value);                                                     Ganderkesee
                                     travel time > 60 minutes                                                                                     Achim

                                                                                                                                        Syke                     Verden



                                                       Anhang 12.116: Reisezeit im öffentlichen Verkehr
                                                                                                                                                                           Table of Contents
26             Sustainable Urban Mobility Plan Bremen 2025
               Chapter 4 Opportunity and Shortcoming Analysis

                                Motor Vehicle Traffic
                                Road Network Infrastructure
                                Bremen has a graduated, hierarchically-subdivided         These generally have a very different character and
                                road network made up of national motorways,               much lower capacity but do not have a corresponding
                                national roads, and major urban roads. These roads        reduction in traffic load. This highlights the non-
                                serve different functions within the urban area. They     homo­geneous nature of the road network and reflects
                                serve to connect the settlement areas to each other,      the inconsistency in development philosophy since
                                as access routes and also for sojourning.                 the 1960s and the early 1970s. Because of the intru-
                                                                                          sion into existing development it would entail, a road
                                But the scale of Bremen’s major road network is not
                                                                                          expansion in the central city is now unthinkable both
                                uniform. While roughly half of the roads in the major
                                                                                          from a transport planning and an urban planning per-
                                road network (including the national long-distance
                                roads) have two or more lanes, the scale is not contin-
                                uous. The national motorway connector connects not        The limitation created by the five bridges over the
                                to a four-lane radial or to a high-capacity city ring     Weser in the metropolitan area means that traffic that
                                road but leads directly to city streets.                  is simply crossing the Weser River (not bound for the
                                                                                          city centre) mixes with traffic coming and going from
                                                                                          the city centre. The central Weser bridges create clear
                                                                                          “pinch points” in the network.

Bremen‘s major
road network
including truck
routing network



      motorway                                                                                                                                               Bund
      national road                                                                                                                                          Lande
      regional road                                                                                                                                          Kreis
      county road                                                                                                                                            Haup
      major road
     	element of the truck
       routing network

                              Anhang 6.2: Funktionale Gliederung - Hauptstraßennetz
                                          mit Lkw-Führungsnetz                                                                                      Stand: Dezember

                                                                                                                                      Table of Contents

  Opportunity and Shortcoming Analysis: Motor Vehicle Traffic

  Capacity in the Major Road Network                                               Disruptions in the major road network are concen-
                                                                                   trated in specific areas but there are no systemic prob-
  The evaluation of the capacity of Bremen’s major road
                                                                                   lems with regard to the capacity of the major road
  network is based on the data on disruptions in the
                                                                                   network. A strategy to reduce the disruption in traffic
  network provided by the Traffic Management Centre
                                                                                   flow in the affected areas is needed to improve the
  and on the analysis of the network’s capacity as it
                                                                                   overall traffic flow, to optimise accessibility and to
  appears in Bremen’s transport model.
                                                                                   reduce congestion-related emissions.

                                                                                                                                                                                             Disruptions on
                                          Bahnübergang                                                                                                                                       Bremen‘s major
                                                                     AS HB-Nord                                                                                                              road network based
                             Zur Vegesacker
                             Fähre                                                                                                                                                           on evaluation
                                                                                                                                                                                                    Legende: from
                                                                                                                                                                                             the trafficBAB
                                                                                                                                                                                             ment centreBundesstraße
                                                                                             Überseestadt                                                                                           national road
                                                                                                            Fly Over
                                                                                                                                                   Lilienthaler                                        Stauanfällige Bereiche mi
                                                                                                                                                                                                    regional road
                                                                                          Waller                                                   Heerstraße
                                                                                          Heerstr.      Utbremer                            Leher
                                                                                                                                                                                                       Art des Staus
                                                                                                        Tunnel                              Heerstraße                                              county road
                                                                                      Nordwest-Knoten                                                                                                       regelmäßig festgestell
                                                             B6 Zufahrt E.-Schopf-Allee/Überseestadt
                                                                                                            Tunnel Stern Schwachhauser Heerstr.                                                     major road
                                                                                            Herdentorsteinweg          Bismarckstr.
                                                                    Landstr.                                                                                                                                störanfällig
                                                                   Huchtinger B 6 / A 281               F.-Ebert-Str. Osterdeich      Hastedter                                              congestion-prone areas
                                                                   Heerstr.                                                           Osterdeich                                                     Basis:
                                                                                                                                                                                             and typeAuswertung
                                                                                                                                                                                                      of congestion
                                                                                                                                                                                                                der Störmeldungen der
                                                                               Oldenburger Str.                                     Habenhauser
                                                                                                                                                                                                       Verkehrsmanagement Zentrale (VMZ)
                                                                                           Neuenlander Str.
                                                                                                                                   Habenhauser        Hemelinger                                   regularly experienced
                                                                                                                                   Brückenstr.        Heerstr.
                                                                                                                                                                   Thalenhorststr.                 event-driven
                                                                                                                                                                                A1                susceptible to
                                                                                                                                                                                AS Uphusen

Anhang               Traffic
       6.7a: Störungen        and the Road
                       im Hauptstraßennetz nach    Network                         The traffic safety problems on Bremen’s major road
                                                                                                                                                                                                Kartengrundlage GeoInformation Br
             Auswertungen der VMZ                                                  network are not generalised, but occur at individual                                                         Stand: Dezember 2012
  As a port city and a commercial and industrial centre,
                                                                                   nodes and in particularly busy road sections. These
  commercial traffic is of particular importance for
                                                                                   problems are thus rather a result of local conditions
  Bremen. The management of commercial traffic on
                                                                                   (high traffic volumes, lack of space, confusing traffic
  the road network and the accessibility of commercial
                                                                                   routing, etc.)
  centres are key factors.
                                                                                   From 2007 to 2012, roughly 15,300 to 16,800 traffic
  With 26% of traffic on the road being commercial
                                                                                   accidents were registered annually. The share of acci-
  traffic and 10% of all traffic being heavy-duty vehi-
                                                                                   dents with personal injury was approximately the
  cles, the volume of commercial traffic in Bremen is
                                                                                   same in each of those years (15 — 18%).
  disproportionately high.
                                                                                   According to the accident statistics, in 25% of all traf-
  Traffic Safety on the Major Road Network                                         fic accidents in 2012 the main cause was excessive
                                                                                   speed or not keeping a safe distance. Children were
  Bremen’s accident commission regularly analyses traffic
                                                                                   involved in less than 2% of all traffic accidents. 16%
  safety issues in the individual areas of the city, develops
                                                                                   of all traffic accidents involved senior citizens.
  location-specific measures to solve the problems and
  monitors whether the measures have reduced the
  safety problems.

                                                                                                                                                                                              Table of Contents
28         Sustainable Urban Mobility Plan Bremen 2025
           Chapter 4 Opportunity and Shortcoming Analysis

                         Number of traffic accidents in the City of Bremen

                                                                       2007                     2008                                            2009                                             2010                                            2011                                2012

                         total traffic accidents                     15,321               15,399                                          15,707                                              16,085                                      16,229                                16,809

                         without personal injury                     12,625                   9,891                                       10,074                                              10,887                                      10,486                                10,896

                         with personal injury                          2,696                  2,551                                          2,583                                             2,363                                          2,624                               2,688

                         casualties                                    3,094                  2,957                                          3,050                                             2,835                                          3,119                               3,225

                         fatalities                                        11                           10                                                11                                                  9                                            14                                15

                         serious injuries                                301                        339                                               326                                             275                                            318                                 351

                         minor injuries                                2,782                  2,551                                          2,713                                             2,551                                          2,787                               2,859

Areas with traffic
safety problems
in Bremen’s major
road network


                                                                                                                                Gröpelinger Heerstr.

                                                                                                                                                                                                                             Lilienthaler Heerstr./Autobahnzubringer Horn-Lehe
                                                                                                                                                                                                                                                                                                        nach Aus
                                                                                                                                                     Utbremer Str.                                                                                                                                      Verkehrs
                                                                                                                                                                                                                 Leher Heerstr.
                                                                                                                                                               Am Stern                                       Kurfürstenallee, Höhe Brandenburger Straße                                                   Sachs
                                                                                                                     Breitenweg/Herdentorsteinweg/Rembertiring                       Schwachhauser Heerstr.
                                                                                                             Am Brill/Martinistr./Bürgermeister-Smidt-Str.                                                                In der Vahr/Kurt-Schumacher-Allee/Karl-Kautzky-Str.
                                                                                                                                                B6                                                                                                                                                         gehäu
                                                                                                                                                                                   Vor dem Steintor                                                                                                        Perso
                                                                                                                                                            Alte Neustadt                                          Bereich Hemelingen (Stresemannstr.)

                                                                                         Norderländer Straße/Frieslandstraße                                              Buntentorsteinweg                                                                                Osterholzer Heerstr.        Verkehrs
                                                                                                                 Georg-Wulf-Straße/Auffahrt A281                                                Habenhauser Brückenstr.
                                                                                                                                                                                                                                                                                                       nach Aus
                                                                                                                                                                     B6                                                                                                                                EUSka Un
                                                                                                               Kirchhuchtinger Landstr.

                                                                                                                                                                                                                                                                                                       (infolge ho

                                                    Traffic accidents according to the accident                                       Traffic accidents according to the EUSka
                                                    commission 2012                                                                   accident map for 2010
                               national road
                                                        	cumulative accidents with material damage                                              cumulative accidents at junctions
                     Anhang 6.8: Unfallhäufungspunkte
                               regional road
                               county road              	cumulative accidents with personal injury                                                cumulative accidents on streets or in zones
                                                                                                                                                	(by traffic volume)
                               major road

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