Sustainable Mobility. 01. Urban Transportation Development Plan 2025. Mission and Objectives. 02. A Vision of Berlin in 2040. The Best Things Come in ...
the future
Traffic
Urban Transportation Development Plan 2025 Sustainable Mobility
Urban Transportation Development Plan Berlin | Contents
Sustainable Mobility
01
Urban Transportation Development Plan 2025 Mission and Objectives
02
A Vision of Berlin in 2040 The Best Things Come in Twelves
05
Target Fields A Strategy for the Future
06
A Plan for Action Action Programme / Partial Strategies I-VII
07
Partial Strategy I – Promoting Ecomobility
07
Partial Strategy II – Supporting Commercial Traffic
08
Partial Strategy III – Urban, Environmental and Life Quality
09
Partial Strategy IV – Mobility and Traffic Management
10
Partial Strategy V – Inner City – Within the S-Bahn Circle Line
11
Partial Strategy VI – Outer City and Links with the Neighbouring Regions of the Federal State of Brandenburg
12
Partial Strategy VII – Traffic Links from the Berlin Region to Other Parts of Germany and Europe
13
Looking Ahead
14
Assessing the Future Impact
Sustainable Mobility
Urban Transportation Development Plan 2025
Modern mobility for Berlin. Today, tomorrow and in future. In 1910, Karl Scheffler noted that Berlin was a city “condemned forever to ‘becoming’ and never to ‘being’”. But is that really true? In particular when things are significantly changing – as just a glance at the development of transport in many places in this city shows. Already in 2003, the remit of the first Urban Transportation Development Plan (UTDP) was to slow the trend towards growth of motorisation in the city. The aim was to promote the greater use of buses, trains, and bikes in Berlin, and also encourage walking. Today, the key transportation data clearly show that Berlin has taken a major step in this direction. And this is still the way forward. Ways and means need to be found to facilitate individual and business mobility in the city – providing mobility that is ecological, socially equitable and economically viable. The cooperation between all the various traffic users aims to fully leverage the strengths of each mode of transport. Given the complexity of a major city, this is no easy task. New approaches to planning are required, going beyond the scope of action in “classic” transportation planning. Moreover, Berlin is not an island. Its transportation policy has to dovetail with policies in Brandenburg and the rest of Germany, as well as in the European Union. All for one: the Transport Round Table as a sounding board for urban society To ensure that all standpoints are appropriately taken into account, the relevant interest-group representatives need to be consulted at an early stage, and integrated into a continuous advice process. In drafting the Urban Transportation Development Plan, this advice forum was provided by the Transport Round Table. Here, representatives from the parliamentary parties in Berlin’s House of Representatives, the boroughs, and associations regularly met with members of diverse interest groups with a spectrum of positions on urban and transport policies. The constructive Round Table discussions created an important basis for all strategic planning approaches. In addition, the Advisory Board took over a “supervisory board” role. The Urban Transportation Development Plan drafted in this joint process provides the roadmap for Berlin’s transportation policy, and forms today's framework for concrete transportation planning and measures on all levels across the city.
But –rather than being a rigid set of instructions, the Urban Transportation Development Plan is flexible enough to incorporate changing conditions. The need to shape transport policy – or a look at “areas of concern” Many people are not aware that the volume of traffic in Berlin has fallen slightly over the last years. In particular, the traffic volume of cars has decreased, while the volume of buses, trains and bikes, as well as pedestrians, has risen. Nearly half of all Berlin households do not have a car, with many people voluntarily making do without one. The structure of the region’s public space and residential housing continue to support the trend to the sustainable development of transport. For example, the move from the city to the surrounding areas is negligible, and its pace even reduces . As a result – many only have short distances to travel! Such short journeys are an integral part of life in Berlin, just as much in the provision of goods and services as in leisure activities. The percentage of the older population groups in Berlin is set to rise further, placing new demands on mobility. Although road haulage continues to dominate the transportation of goods, railways and inland waterways are again playing a larger role in long-haul transportation. Smaller deliveries and those less able to be packaged together result in a growth of delivery vehicles in the city area. For this reason, creating “city-friendly” commercial and goods transport remains a key task. Despite favourable conditions and although the trend to lower traffic volumes is likely to continue, noise, fine particle and nitrogen oxide pollution is still high, exceeding the EU’s permissible threshold values on some main arterial roads. A service and maintenance backlog has built up both in the rail network and road infrastructure. The “renewal before expansion” principle continues to apply – even given Berlin’s difficult financial situation.
01
MiSSion anD obJeCtiVeS A Vision of Berlin in 2040
02
Urban Transportation Development Plan 2025 | Mission and Objectives
The Plan: Berlin stands for ...
The Urban Transportation Development Plan’s mission and objectives provide differentiated answers to a very simple question: “What do we want to achieve?” In that sense, the mission and objectives are the first step towards a transportation system that does justice to finite natural resources and climate protection. The building blocks of the mission and objectives explain how the integration of traffic into urban life is to improve in future.
... future mobility for all!
Turn the clocks forward to Berlin in 2040. Admittedly, it seems a long way off – yet since developments in transportation take a long time, that distance is necessary in imagining the future. In 2040, Berlin is a varied, vibrant, and socially diverse city, home to a wide range of culturally, socially and ethnically influenced milieus. The city offers space for living, working, leisure and recreation. And yes, Berlin is all of that today. But the way we are mobile in the city in 2040 will change. Many people will decide anew each day on how best to reach their destinations. There will be fewer cars in the streets, and more cyclists and pedestrians.
... a metropolis with high life quality!
By 2040, new city quarters have been built in the inner city and outer districts. The urban landscape is still shaped by a number of different centres. Individual neighbourhoods have also kept their characteristic qualities, expressing the diversity of their residents. In the future, mobility is more barrier-free, socially just and eco-friendly. Compact and traffic-efficient spatial structures facilitate active mobility for all, and improve conditions for pedestrians and cyclists. As a result, Berlin can look forward to the image of an appealing major city which is, at the same time, one of the most pedestrian-friendly in Europe.
... an attractive inner city!
As the twenty-first century rolls on, Berlin’s attractive city centre is still a popular place to live and work. Streets once suffering from noise and fine particle pollution are now multi-use boulevards. The car is only the chosen method of transport into the city when absolutely necessary. Attractive streets and squares have been created that provide highquality conditions for living and recreation, and also benefit retail trade and tourism. The commercial traffic in and around the inner city – city-friendly and efficiently organised – maintains the flow of goods and services, and contributes to life quality.
… commercial traffic – efficient, effective and eco-friendly!
In 2040, commercial traffic will be developed positively in every respect. The key impulses here have come from the business sector itself. Efficient, green and affordable vehicles in all sizes and payload classes are used – from cargo bikes to trucks for heavy and bulky transports. New city-friendly logistics are jointly developed and tested – both within the city and for links to the environs.
03
Urban Transportation Development Plan 2025 | Mission and Objectives
Workplace mobility management, now widely used, also plays its part with businesses offering their employees local transport season tickets or carpooling. A resurgence of shipping and rail has ensured that Berlin is highly rated for the enhanced infrastructures for its new housing developments. In choosing locations for new business sites, the impact of transportation is taken into account at an early stage.
… realising a vision: clean, quiet and post-fossil!
A clean and quiet transportation system has been created, based on alternative raw materials. Green traffic management ensures that air and noise pollution on main arterial roads remain under the threshold values. Numerous environmental measures in the transportation sector have improved life quality – which Berlin residents both value and support. And in 2040, this is yet another reason why many people opt for a life without their own car. And they hardly miss not having a car – thanks to the availability of a wide range of easily combined mobility services: from the “classic public transport network” or car-sharing with green cars and hire bikes to a newly discovered pleasure in walking. Here, encouraging emobility on the basis of regenerative energy use has also made a significant contribution.
… transportation innovations strengthening mobility and the economy!
And what is more –innovation and traffic technologies are crucial factors in the new mobility in 2040. The potential in technologies and organisation are exploited and leveraged for the city and business. Here, a contributory factor has been the locally and internationally networked transport and mobility research landscape whose “Made in Berlin” transport products and services are in international demand and represent a key economic factor.
… a well-connected metropolitan region!
In 2040, Berlin is more than just a city – together with the federal state of Brandenburg, it forms a well-connected metropolitan region. The new residential areas have developed primarily along the main rail routes. There is an excellent network of local public transport services, with regional transport connecting the areas outside Berlin with each other and the city. Berlin residents profit from easy access to the attractive countryside in the surrounding area, and local tourism is thriving.
… excellent international accessibility!
As a place to live, a travel destination and a business location, the city and region are also easy to access internationally through the Berlin-Brandenburg airport. Berlin and the federal state of Brandenburg are also connected via fast rail links with the national and European metropolitan regions in central and eastern Europe, and in 2040 Berlin is enjoying a vibrant economic, scientific, scholarly and cultural exchange far beyond national borders. In particular, Berlin’s close networking and cooperation with its neighbouring European regions has overcome rail infrastructure and service deficits.
04
The Best Things Come in Twelves Target Fields
The twelve goals in the urban transportation development plan are based on the existing
Economic Targets
Improving long-distance accessibility and leveraging the central location in Europe at the interface of western and central/eastern Europe by enhanced integration in trans-European networks.
Further improving links between Berlin and the housing areas along the axes radiating from the city.
Securing and strengthening commercial traffic by, among other things, ensuring sufficient transport network capacity and providing the necessary infrastructure.
Adapting the framework conditions for the entire traffic system to increase efficiency and economic sustainability.
principles and objectives for sustainable mobility and transportation development. This, in turn, provided the basis for the targets for 2025. The following 12 quality goals and four target fields serve as the foundation for the Action Programme.
Social Targets
Providing equal mobility opportunities by taking into account different needs.
Strengthening the polycentric city structure through improved accessibility to urban neighbourhoods and between districts and the main downtown centres.
Enhancing traffic’s urban compatibility by scaling back oversized roads, upgrading public road spaces, and respecting the traditional network of transportation structures.
Significantly increasing all types of transport safety in all urban areas
Environmental Targets
Reducing transport’s consumption of natural resources, such as energy and sealed spaces.
Easing the burden of traffic-related pollution on the urban and global environment.
Strengthening a city-friendly transport system to meet changing mobility needs, for example, through inter- and multimodalities and reducing the volume of motorised traffic.
Institutional Targets
Integrating the actors affected into the process of drafting objectives and conceptual plans, as well as implementing measures.
These quality goals are concretised in a total of 44 dedicated goals for action which are, in part, quantified to create points of reference for the evaluation of how far they have been achieved. This approach allows for a concrete evaluation of whether the objectives have been achieved or not.
05
A Strategy for the Future A Plan for Action The strategically oriented Action Programme with a time horizon of 2025 forms the core of the Urban Transportation Development Plan. It comprises seven partial strategies addressing all the key substantive and spatial areas in which action is required. This Action Programme is based on the
The entire catalogue of measures contains details of the costs, the operative timing and responsibilities for spatial and structural, pricing and administrative policy, and regulative and organisational measures as well as those relating to information and motivation. The partial strategies are designed to encourage synergies between the measures.
Clear rules for a clear course of action The Action Programme weights the core measures in the Urban Transportation Development Plan according to clear criteria:
The individual measure contributes to meeting several of the objectives in the Urban Transportation Development Plan.
The measure achieves at least a significant effect – for example, improving accessibility, transport quality, road safety or reliability.
The measure can be implemented by 2025, and hence can always be realised within the horizon of the Urban Transportation Development Plan.
analyses of previous and future development trends, groups the formulated goals for the particular field of action, and describes the core measures.
Cost awareness
To ensure that the Urban Transportation Development Plan’s measures can be funded in the long term, the budget volume likely to be available and the financial resources needed for the measures were aligned. However, since the future development of the funds available are subject to a degree of uncertainty,– an optimistic and a pessimistic scenario were run. An intermediate scenario serves as a point of reference in preparing a realistic catalogue of measures. In this process, only the funds ‘free’ for transport tasks were considered and not those, for instance, earmarked for other purposes. The results fixed a funding volume for the period until 2025 of approximately €7.6 billion for the optimistic scenario, with approx. €7 billion for the intermediate scenario, and around €6.6 billion for the pessimistic reference scenario. The need for financial resources according to the UTDP’s list of measures, approximately €7.5 billion for the period from 2010 to 2025, was then compared with these scenarios. Hence, despite certain risks, the UTDP costing is plausible, and the core measures can in principle be funded. The viability of this conclusion is also confirmed since it does not take into account additional funding possibilities (such as, for example, special programmes).
06
PARTIAl STRATEGy I Promoting Ecomobility
This partial strategy is primarily directed to further increasing the share of ecomobility (i.e. the number of journeys made by public transport, bicycle, and walking) in the volume of traffic. By 2025, the aim is for Berlin residents to make 75% of their journeys across the entire city and up to 80% in the inner city by public transport, bike or on foot. This strategy comprises structural housing development programmes to strengthen Berlin’s polycentric urban structure, supporting short journeys in daily life, and promoting locations that already enjoy highgrade public transport links today. To encourage local public transport use, for example, services need to meet the varied demands at different times. Here, the measures also include greater flexibility, faster journey times or easy transfer options and possibilities to board along routes.
measures to speed up buses and trams. However, the measures also envisage extending or supplementing networks for individual connections and those with high density use, and improving transfer options. In addition, local public transport services are to be better integrated with cycling and pedestrian traffic, as well as car sharing. Increasing the volume of journeys by bike can be achieved by providing a larger proportion of public (road) space for this mode of transport (e.g. bike paths). Expanding the network of bike routes is to go hand in hand with new signposting and additional bike parking areas. Increasing the security, comfort and appeal of public spaces also unlocks the potential to increase the volume of pedestrian traffic.
Given the limited funding available, the ultimate unit of responsibility will most likely be unable to provide more transportation for the public transport network. Instead, the entire range of potential for increased efficiency has to be leveraged – with, for example,
07
Partial Strategy II Supporting Commercial Traffic
City-friendly commercial traffic means, first and foremost, continuing to shift freight and goods – wherever feasible and reasonable – to the railways and waterways. For this reason, it is important to maintain and develop sustainable rail and waterway infrastructures as well as interfaces where freight can be moved from one form of transport to another.
tural measures as refurbishing road surfaces in the network of large-capacity main roads as well as utilising technological potentials (renewing the fleet of vehicles and fitting upgrading technologies to cut emissions). Traffic management measures also help to organise commercial traffic in the most compatible way possible.
For goods traffic as well as business passenger traffic on the roads, it is crucial to ensure that points of departure and arrival are easily accessible with high transport quality. The planned network expansion in the city area and eliminating the existing network bottlenecks also benefit (road) commercial traffic. In this context, for example, the opening of the BerlinBrandenburg Airport provides a particular boost to development.
From Berlin’s perspective, the “Integrated commercial transportation plan” provides the main basis for the planning agenda. This plan, continually updated to reflect changes in the framework conditions, comprises measures for every type of commercial traffic, from small delivery vehicles to heavy goods transporters.
To reduce the pressure on the environment from commercial traffic, the strategy promotes, for instance, the enhanced coordination of land-use planning, industrial development and transport infrastructure planning. Further steps here include such infrastruc-
08
Partial Strategy III Urban, Environmental and Life Quality
This partial strategy is directed to managing and organising traffic flows to improve the quality of urban life and the environment. In this process, the strategy is based on the predicted reduction in traffic volumes and continuing changes in the choice of the mode of transport. These two factors in themselves can already lead to reductions in air pollutants and traffic noise, and cut traffic-related risks to health and safety. The measures in the Urban Transportation Development Plan push these developments forwards – focusing specifically on cutting noise and reducing pollutant levels, for example, of fine particles or nitrogen oxides, and closely harmonising these measures with air quality and noise-reduction planning. As a first step towards low-carbon mobility and further intensifying climate protection measures in the transport sector, support is given to developing and implementing new low emission propulsion technologies. Here, promoting emobility plays a crucial role. In this process, the aim is, in particular, to leverage the most recent scholarly and research findings and connect individual electro-mobility with other modes of transport, linking, for example, public transport with carsharing and hire bike systems. In this context, a further area for debate includes the development of new logistics concepts to supply the city and region in an eco-friendly manner.
The speed of traffic in built-up areas is a key factor in improving the environment and quality of life. Here, aside from further expanding 30 km/h zones in residential areas and 30km/h speed limits on sections of main roads, city-friendly speed limits also require, above all, measures to firmly establish the need for them in people’s minds and encourage a continual process of rethinking. Infrastructural upgrades, in particular, safe cycling paths and secure public street crossing points for pedestrians, are an integral part of improving road safety. One primary focus here will also be on information campaigns aimed at changing people’s behaviour as part of an overall road safety campaign. Urban life quality largely depends on the amenity value of public spaces. The quality of urban space can be improved by reducing the volume of motorised traffic, parking management, and reorganising public roads to provide more space for ecomobility.
09
PARTIAl STRATEGy Iv Mobility and Traffic Management Mobility and traffic management practices and measures offer many promising efficient approaches to achieve Berlin’s strategic transport policy goals. The aim is to utilise the existing infrastructure more effectively by providing information accessible for all as well as through traffic flow management and traffic control (congestion, building site and event management, environmental steering measures, etc.). Through information, organisation, communication and coordination, mobility management positively influences transport demand and, above all, encourages a shift in the mode of transport towards ecomobility (public transport, cycling and walking). Advisory and information services aim at improving each individual’s mobility options and, at the same time, take both public as well as social interests into account in the advice provided. Here, for example, corporate mobility manage-
10
ment can also play its part in encouraging more cityfriendly journeys to work and business passenger traffic. In the future, traffic management tasks must also include drafting spatially differentiated strategic plans geared to the entire system of traffic flows. In addition, operative traffic management offers further potential for steering processes. Should air pollution levels threaten to exceed threshold values, such instruments could be employed, for example, to structure alternative traffic flows in the short-term (e.g. diversions, better distribution across the entire road system).
PARTIAl STRATEGy v
The Inner City – Within the S-Bahn Circle Line In the future, the volume of non-essential motor vehicles in the inner city is to be further reduced, creating room for manoeuvre to upgrade the downtown areas as places to stay, live and work. In this case, parking space management is the key instrument in cutting car traffic to and from the downtown area. Parking space management will help to reduce commuting by car into the inner city, decreasing the number of vehicles looking for parking spots and illegal parking, and creating more parking space for businesses, customers and residents. While parking space management leads to the more efficient use of existing parking spaces, it also contributes to an enhanced urban and life quality, and to a cleaner environment. As a result, the Urban Transportation Development Plan foresees a gradual spread of parking space management across all inner city areas attracting high volumes of car traffic and with a high demand for parking, as well as in the neighbouring residential areas, listing the potential areas for expansion. In essence, these are densely populated inner city boroughs.
limiting private parking in new building projects provides a counterpart to parking space management in public space. Such a regulation is needed since experience had shown that large numbers of private parking spaces are also provided at locations with excellent public transport links. Such parking spaces encourage more motorists, especially commuters, to use inner city roads already having to cope with high volumes of traffic. In the long-term, a bundle of measures is designed to fundamentally reorganise motor vehicle use in the inner city in order to reduce through traffic. Traffic volumes in particular sections of the city can also be relieved through measures having an effect across Greater Berlin – for example, extending the A 100 inner city motorway has benefited the directly adjacent boroughs of Neukölln and Treptow-Köpenick. Traffic easing is secured over the long-term by such measures as, for instance, restructuring the cross-section of roads. Decreases in inner city traffic allow more space for public transport, cyclists, and pedestrians as well as commercial traffic, and so strengthen, for instance, the residential, work, recreational and retail use of neighbourhoods. Bus traffic management – embedded in tour coach planning for the entire city – is to organise tourist traffic in the central city area. The objective is to enhance the coordination of the processes involved in transporting tourists to and from the main sights. Such an approach improves the quality of stay both for visitors as well as life quality for residents.
11
Partial Strategy VI
Outer City and Links with Neighbouring Regions of the Federal State of Brandenburg Berlin is a city whose various districts, comprising the “outer city”, are extremely heterogeneous, with a mix of old village centres, traditional residential estates, areas of detached houses and large satellite estates. The objective is to improve accessibility in all outer city areas, reduce the distances to be travelled, and cut the proportion of motorised traffic. The outer city areas have a key role in the Urban Transportation Development Plan’s objectives. In particular, these are locations which have significant potential to stabilize the turnaround in the modal share. The aim is thus to ensure that those areas already developing dynamically as well as those with considerable development potential can enjoy an efficient transport infrastructure in future. These outer districts include, for example, Adlershof, Buch and the Berlin Brandenburg Airport. In certain outer city districts where the population is decreasing, the focus is on measures to stabilise or stimulate demand for local transport services and to encourage cycling and walking. In such cases, targeted
12
information campaigns and mobility advice also play their part in securing mobility without a car in those areas of detached houses where the average age of residents is on the rise. There continues to be a need for individual additions to the road network – for example, to improve accessibility to businesses or relieve individual stretches of roads subject to high traffic density. The close links between Berlin and the federal state of Brandenburg are to be further intensified. In this process, the qualities of the rail and road network are to be maintained, local transport services across the BerlinBrandenburg federal state borders improved, and a common strategic approach to various topics (such as Park and Ride) pursued.
Partial Strategy VII
Traffic Links from the Berlin Region to Other Parts of Germany and Europe
The tasks in this strategy comprise consolidating and further improving the quality of accessibility to the capital region – through enhanced connections to international transport networks and securing existing networks and access points. However, in comparison to other partial strategies, the federal state of Berlin’s possibilities are limited. Essentially, they are exercised through participation in planning as well as influencing the Federal Government’s programme design – for example, through Berlin’s involvement in drafting the Federal Transport Infrastructure Plan (BVWP).
Secondly, to strengthen competitiveness in freight transport, it is also vital to continue modernising the waterways in a way compatible with the environment and the region. Thirdly, in the case of the Berlin Brandenburg Airport, it is especially important to ensure integration within the large scale and supra-regional rail links, good public transport connections, road links to the inner city and the south-east region, and finalising the upgrading of the federal motorways to Berlin as well as the Berlin orbital motorway.
This strategy comprises three elements. Firstly, the important rail connections providing accessibility to Scandinavia, Poland, the Baltic States, Russia, Ukraine and south-eastern Europe, important for transnational links, are to be improved.
13
Looking Ahead Assessing the Future Impact There can be no doubt – the Urban Transportation Development Plan’s measures are highly significant for Berlin. For this reason, impact assessment was carried out for the plan’s key measures. The measures were investigated, both individually and combined in scenarios, to establish their level of efficiency and expected impact.
Fifteen measures were selected from the UTDP’s Action Programme that were either considered controversial, or where the effect was not definite, or which were thought to be especially important. They were combined in four scenarios and, using a traffic model, assessed for their impact in a process based on the Berlin-Brandenburg Transport Sector Forecast for 2025 (Gesamtverkehrsprognose Berlin-Brandenburg – GVP 2025). The selection of measures to be reviewed was agreed on with the Advisory Board and the Transport Round Table, thus ensuring that the underlying model assumptions were known, integrating a set of opinions as broad as possible.
The results for Berlin
Significant reductions in air and noise pollution can be expected. It is feasible to keep to the annual threshold values valid today and in the foreseeable future. The various scenarios only display minor differences in terms of nitrogen oxide and fine particles air pollution.
The CO2 emissions in the main road network can be significantly reduced by 2025. All these scenarios show cuts in greenhouse gas emissions from 2.6 million tons in 2006 to approx. 1.6 million tons in 2025.
14
Noise pollution will also ease significantly. In comparison to the base year, the number of road sections with high-level noise pollution is reduced in all scenarios both in the daytime and at night.
In all scenarios, accessibility to both the main centres and district centres could be substantially improved over the status quo, whereby the difference between the scenarios was minimal.
Urban Transportation Development Plan 2025 | Impact Assessment
public transport mobility utDP measures accessibility
means of transport
requirements
framework intensified building
enhancement
extension
mode of transport
urban transportation development plan
Brandenburg 2 0 2 5 road map railway targets
realization federal state public
traffic safety urban area traffic behabiour
transport
network
importance basis environment 2016
long term improvement
2040
resources
berlin pedestrian traffic
maintenance
increase new
region
bus
funds city bike
stations
commercial transport improve
15
Urban Transportation Development Plan 2025 | Impact Assessment
Evaluating the Achievement of the Objectives On the basis of the impact analysis, it is possible to predict how far the objectives outlined in the Urban Transportation Development Plan can be achieved by 2025. In this process, it became evident that implementing the UTDP’s measures can achieve changes in all quality goals as defined in the targets set. Naturally, there are differences between the objectives described. On a positive note, the probability of meeting the target for some Action Programme objectives is so high that these goals will be fully achieved by 2025. Moreover, none of the measures considered have a negative effect on goal achievement. Since goal achievement was evaluated for the city as a whole, the effects in particular sectors of the city may vary. The achievement of the objectives is considered to be feasible. This is also a result of the continuity in the basic planning agenda which this Urban Transportation Development Plan evidences in its updated version in 2011. Although the mission and objectives were adapted in the up-dating process to the changed framework conditions and their statements honed and supplemented by new aspects, they still contain key elements and proposals for measures that were already authoritative in traffic policy and planning in Berlin in the years between 2003 and 2010. Hence, the Urban Transportation Development Plan 2025 successfully builds on the results already achieved. The fact that nonetheless not all goals are assumed to be completely achieved reflects the Urban Transportation Development Plan’s realistic perspective. Moreover, not all of the UTDP’s objectives are achievable solely by implementing this raft of measures. Rather, other policy fields and spheres of action also play a major role here such as, for example, developments in energy consumption in air traffic which fall outside the remit of this Urban Transportation Development Plan. For those goals which the federal state of Berlin can influence itself – for instance, in further increases to local transport efficiency and network quality management – the Urban Transportation Development Plan’s measures are considered to be sufficient for realising the objectives. Reviewing the impact of these steps also underlines how non-structural measures can be highly effective.
16
Imprint Publisher Senate Department for Urban Development and the Environment of the State of Berlin Communication Württembergische Straße 6 10707 Berlin www.stadtentwicklung.berlin.de Contents and Coordination Senate Department for Urban Development and the Environment of the State of Berlin Traffic Department Project Management Burkhard Horn Head of Division, Principle Affairs of Transport Policy and Planning Dr. Julius Menge Birgit Beck Editing Marc Dannenbaum, Berlin Layout Runze & Casper Werbeagentur GmbH, Berlin www.runze-casper.de Printed by Medialis Offsetdruck GmbH, Berlin www.medialis.org Berlin, August 2014
Dear reader, Berlin has a complex and highly efficient transport system. Without this, a metropolis such as Berlin could not function– people could not get to work and school, products and goods would not be delivered, and tourists could not travel to see the sights or enjoy all the city has to offer. But the demands on our traffic system are subject to constant change. With Berlin steadily growing and its economy developing positively, there are always new challenges to face, and new technologies changing both the conditions for and the patterns of mobility. Forward-looking, strategic, integrated planning is required to ensure that public transport as well as private and commercial traffic can meet these manifold future challenges. This is why we have developed our current Urban Transportation Development Plan (Stadtentwicklungsplan Verkehr – StEP) – our “roadmap” of transport policy. The Urban Transportation Development Plan 2025 is the result of many years of intensive work. The Plan was drafted in close cooperation with the political sphere, the administration, the RunderTischVerkehr (Transport Round Table) – comprising associations, diverse interest groups, and the academic community – and in consultation with an Advisory Board. The Berlin Senate ratified the Urban Transportation Development Plan on 29 March 2011. The UTDP answers such key questions as: How can equal mobility opportunities be created for all Berlin residents? How can we manage urban traffic to reduce pollutants and noise as far as possible, yet still ensure that Berlin’s commercial life flourishes? What can we do to ensure there are fewer accidents? This brochure is designed to answer those questions, and give you a detailed picture of the approaches to and objectives of our sustainable transportation strategy.
Michael Müller Senator for Urban Development and the Environment
More information at: www.stadtentwicklung.berlin.de/verkehr/politik_planung/step_verkehr/index.html
