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CITIES DEMONSTRATING AUTOMATED ROAD PASSENGER TRANSPORT Local transport plans reviewed and automated road transport assessment SEVENTH FRAMEWORK PROGRAMMEME THEME SST.2012.3.1-4. AUTOMATED URBAN VEHICLES COLLABORATIVE PROJECT – GRANT AGREEMENT N°: 314190 Work Package WP6 Deliverable number D6.1 Authors Minna Honkanen; Markus Holm; Gilbert Koskela Co@authors Johanna Taskinen; Anna@Mari Ruonakoski Authors’ affiliation 1. Vantaa Innovation Institute; 2. Trafix Oy 3. City of Vantaa Status (Review) Dissemination level (PU/PP/RE/CO) Delivery date (planned): 31.10.2013 Delivery date (actual): [email protected]

Vantaa City Mobility Plan for Marja-Vantaa and Aviapolis

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Page 1: Vantaa City Mobility Plan for Marja-Vantaa and Aviapolis

CITIES DEMONSTRATING AUTOMATED ROAD PASSENGER TRANSPORT

Local transport plans reviewed and automated road transport assessment

SEVENTH FRAMEWORK PROGRAMMEME

THEME SST.2012.3.1-4.

AUTOMATED URBAN VEHICLES

COLLABORATIVE PROJECT – GRANT AGREEMENT N°: 314190

Work%Package% WP6%

Deliverable%number% D6.1%%

Authors% Minna%Honkanen;%Markus%Holm;%Gilbert%Koskela%

Co@authors%% Johanna%Taskinen;%Anna@Mari%Ruonakoski%

Authors’%affiliation% 1.%Vantaa%Innovation%Institute;%2.%Trafix%Oy%3.%City%of%Vantaa%

Status% (Review)%

Dissemination%level%% (PU/PP/RE/CO)%

Delivery%date%(planned):% 31.10.2013%

Delivery%date%(actual):% [email protected]%

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Document control sheet

Title Local transport plans reviewed and automated road transport assessment

Creator

Editor

Brief Description

Feasibility study of the city of Vantaa. “Local transport plans reviewed and automated road transport assessment”. Deliverable of work package 6 “Vantaa City Study” of CityMobil2-project. Participants of Finnish consortium: The City of Vantaa, Vantaa Innovation Institute, Helsinki Region Transport, Finnish Transport Safety Agency Trafi Finnish Transport Agency, Metropolia University of Applied Sciences.

Publisher

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Type (Deliverable/Milestone)

Format Report

Creation date 29.11.2013

Version number

Version date

Last modified by

Rights

Dissemination level internal public restricted, access granted to: EU Commission

Action requested to be revised by Partners involved in the preparation of the deliverable for approval of the WP Manager for approval of the Internal Reviewer (if required) for approval of the Project Co-ordinator

Deadline for approval

Version Date Modified by Comments

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1.0 31.10.2013 MHon For approval of CTL

1.1 29.11.2013 MHon Updated version (Figure 3)

1.2 10.12.2013 MHon, MHol Ex-ante evaluation

1.3 12.12.2013 MHon, MHol Ex-ante evaluation

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Table of Contents

EXECUTIVE SUMMARY......................................................................................... 6%

1.% INTRODUCTION.............................................................................................. 7%

2.% CITY AND LOCAL TRANSPORT SYSTEM – SITUATION DESCRIPTION.... 8%2.1% CITY OF VANTAA’S OPERATING PRINCIPLE, VISION AND VALUES..........................8%2.2% POLITICAL AND PLANNING CONTEXT OF THE CITY ...............................................9%2.3% TRENDS IN THE CITY OF VANTAA’S OPERATING AND ECONOMIC ENVIRONMENT .10%2.4% LOCAL TRANSPORT SYSTEM SITUATION............................................................11%2.5% DESCRIPTION OF THE POTENTIAL SITES FOR THE DEMONSTRATION...................12%

3.% PROBLEMS, OBJECTIVES AND EXPECTED IMPACTS............................. 15%3.1% AVIAPOLIS – PROBLEMS AND OBJECTIVES ........................................................16%3.2% KIVISTÖ – PROBLEMS AND OBJECTIVES ............................................................17%3.3% EXPECTED IMPACTS.........................................................................................18%

4.% POTENTIAL SITE DESCRIPTION: KIVISTÖ ................................................ 20%4.1% DEMAND ESTIMATION.......................................................................................21%4.2% SYSTEM PRE-DESIGN ......................................................................................22%4.3% INITIAL ASSESSMENT........................................................................................22%4.4% INITIAL PRACTICAL FEASIBILITY ANALYSES........................................................23%

5.% INTRA-CITY SITE SELECTION..................................................................... 27%

6.% INITIAL EVALUATION ................................................................................... 28%

7.% SYSTEM DIMENSIONING............................................................................. 30%7.1% DEMAND ANALYSIS ..........................................................................................30%

7.1.1% Demand During the Housing Fair in July 2015 ..........................................31%7.1.2% Demand After the Housing Fair..................................................................37%

7.2% SUPPLY DIMENSIONING ....................................................................................38%7.3% URBAN INTEGRATION .......................................................................................40%

7.3.1% Accompanying Measures...........................................................................45%7.4% CITIZEN AWARENESS CAMPAIGN PLAN .............................................................45%

8.% EX-ANTE EVALUATION................................................................................ 48%

9.% SOURCES ..................................................................................................... 62%1.1% REFERENCE LIST .............................................................................................62%

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1.2% DATABASES .....................................................................................................62%

ANNEX A: HELSINKI REGION PUBLIC TRANSPORT PLANNING GUIDELINES......................................................................................................... 64%

ANNEX B: THE GENERAL OBJECTIVES OF THE PROJECT AND THE POTENTIAL DEMONSTRATION SITES .............................................................. 65%

ANNEX C: DEMONSTRATION PROPOSAL ROUTE IN KIVISTÖ....................... 66%

List of figures

FIGURE 1 POTENTIAL DEMONSTRATION ROUTE IN KIVISTÖ.................................................20%FIGURE 2 PRELIMINARY DEMAND ESTIMATION SCHEME (CTL)...........................................21%FIGURE 3 THE HOUSES THAT WILL BE CONSTRUCTED IN KIVISTÖ IN 2015...........................31%FIGURE 4 STOP AT THE KIVISTÖ STATION.........................................................................41%FIGURE 5 STOP AT THE HOUSING FAIR AREA ....................................................................42%FIGURE 6 PASSENGERS USING THE STOP AT KIVISTÖ STATION DO NOT NEED TO CROSS THE

ROUTE TO ENTER THE VEHICLE. ................................................................................43%FIGURE 7 AN UNDERPASS CONNECTS THE RAILWAY PLATFORM AND THE CITYMOBIL2 STOP.

...............................................................................................................................44%FIGURE 8 LAYOUT OF THE KIVISTÖ STATION AND CITYMOBIL2 DEMONSTRATION STOP .......45%

List of tables

TABLE 1 THE REQUESTED OUTPUT OF THE PRE-DESIGN ....................................................22%TABLE 2: THE ESTIMATED DEMAND OF TRIPS DURING A FAIR DAY .......................................33%TABLE 3: THE NUMBER OF PASSENGERS (POTENTIAL USERS) ARRIVING AT A TIME TO THE

KIVISTÖ STATION (THE FINAL RING RAIL LINE SCHEDULES ARE STILL UNFINISHED)......34%TABLE 4 THE NUMBER OF POTENTIAL PASSENGERS (TRIPS TOWARDS THE FAIR) IS ESTIMATED

THROUGH THE BEST CASE AND THE WORST CASE SCENARIO REGARDING THE ARRIVING TRAINS ....................................................................................................................35%

TABLE 5: THE POTENTIAL AND THE ESTIMATE OF TRIPS SERVED BY THE CITYMOBIL2 SYSTEM...............................................................................................................................36%

TABLE 6 REQUESTED OUTPUT OF THE SUPPLY DIMENSIONING ...........................................39%TABLE 7 REQUESTED OUTPUT OF THE EX-ANTE EVALUATION .............................................49%TABLE 8 SOCIO-ECONOMIC CALCULATION FOR 10 YEARS (INCOMES DO NOT INCLUDE

TICKETS) .................................................................................................................59%

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Executive Summary This report is part of the CityMobil2 project and one of the two deliverables in

the Vantaa work package. The City of Vantaa recognises the potential of vehicle automation as part of the public transport network. This feasibility study evaluates the use of automated vehicles in feeder and internal public traffic in the Vantaa, Kivistö and Aviapolis areas.

Five sites will host a 6-month demonstration of automated transport, and the City of Vantaa is one of the 12 sites in the bidding to participate. This report is the required local city study on the implementation of an innovative automated road transport system in Vantaa. Based on this feasibility study, the City of Vantaa will provide a proposal to host an automated road transport system demonstration.

This report follows the methodology for the city study design, evaluation and selection of the CityMobil2 project. It comprises eight sections, including a description and review of the local transport system at present and the Helsinki Region Transport System Plan (HLJ 2011); problems, objectives and expected impacts of the new transport system; a description of the potential demonstration site (demand estimation, system pre-design, initial assessment and initial practical feasibility analyses); initial evaluation, design and system dimensioning (demand and supply analysis, urban integration and citizen awareness plan) and ex-ante evaluation.

The potential areas in Vantaa reviewed for this study are Aviapolis and Kivistö. Both are modern, urban areas with brand new ring rail line stations opening in summer 2015. The two areas differ in that Aviapolis is an already existing commercial and residential area which includes Vantaa’s biggest shopping centre. The Kivistö area is just starting to develop and grow, with around 30 000 residents expected by 2030. The demand at Aviapolis is easier to forecast but because Kivistö is a new development are it offers more of a ‘clean slate’ in terms of testing a new service and concept. The area with more potential that has been selected for the demonstration proposal is Kivistö.

Not all the indicators used in the initial evaluation of the project directly support the implementation of the automated transport system in the Kivistö area. This is mainly due to the current legislation framework and the additional infrastructure required. The demonstration phase would nevertheless be essential in order to gain first-hand knowledge and experience of the automated vehicles, especially regarding their operation in a Nordic environment.

The City of Vantaa is the logistic centre of Finland and the key factor will be the growth and development of the Helsinki-Vantaa Airport. Both air travel and air freight are expected to grow strongly, bringing 5000 new jobs to the area. How will the transportation of residents, passengers and employees be handled sustainably and efficiently? The results of the demonstration phase would also bring ideas to help answer this question.

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1. Introduction The City of Vantaa wants to be a forerunner in Finland with new innovative

transport services. Increased use of public transport promotes sustainable development and contributes to the competitiveness of the city.

All the city’s values, visions, strategies and guidelines support the planning of the CityMobil2 demonstration in Vantaa. The core values of the City of Vantaa are innovativeness, sustainable development and social inclusion. All these values promote the objectives of the CityMobil2-project. According to its vision, the City of Vantaa wants to direct innovative international projects to the area, provide a well operating public transportation system for its citizens and to exploit innovations which contribute to cost-effectiveness. All this is realised in the CityMobil2 project.

The City of Vantaa has invested in developing the integration of automated transport systems into the urban environment, and will continue to do so by taking part in the CityMobil2 EU project. CityMobil2 is a multi-stakeholder project co-funded by the EU’s Seventh Framework Programme for research and technological development. Altogether 40 different actors, including cities and suppliers of automated vehicles, are taking part in the project and trying together to solve three main barriers to the deployment of automated road vehicles: the implementation framework, the legal framework and uncertainty about the unknown wider economic impacts.

The CityMobil2 project will set up a pilot platform for automated road transport systems, which will be implemented in several urban environments across Europe. Automated road transport systems comprise vehicles operating without a driver in collective mode. They are deemed to play a useful role in the transport mix as they can supply a good transport service in areas of low or dispersed demand, complementing the main public transport network.

The starting point is that the planned participation in the CityMobil2 project and the integration of the service must follow the guidelines of current transport planning, and there are no resources to set up a totally separate project with its own goals. This also means that the new service will be measured with the same indicators as other modes of transport. According to the strategy of the Helsinki Region Transport System Plan, the reliability and punctuality of public transport should be improved. This means that the automated transport system must also be reliable and operate well, also offering a quality service in demanding Nordic winter conditions.

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2. City and Local Transport System – Situation Description

The City of Vantaa is located in the heart of the Helsinki metropolitan area next to the city of Helsinki. Vantaa is the fourth biggest city in Finland, ranked by population.

The main international airport serving the Helsinki metropolitan region and the whole of Finland is located in Vantaa. Helsinki Airport is the leading long-haul airport in Northern Europe and a popular transfer point. The airport ensures excellent domestic and international flight connections to Europe and Asia. Naturally most of the international business activities in the area are concentrated around the airport area.

Featuring the country’s main airport, access to harbours and the main ring road, Vantaa is the logistics centre of Finland. The strategic location as a gateway with fast access from the EU far to the East and West makes the City of Vantaa a perfect place to set up international business with regional headquarters.

2.1 City of Vantaa’s Operating Principle, Vision and Values The City of Vantaa promotes citizens’ well-being, creation of new jobs, and

sustainable urban development by offering a good operating environment and sensibly produced services. The City bases its activities on citizens’ social inclusion and open communications.

The vision of the City of Vantaa is “Vantaa – a Smart Choice”. For residents and entrepreneurs, the City of Vantaa is the most attractive and international hometown with visionary sustainable development. The City of Vantaa’s values are innovativeness, sustainable development and social inclusion.

• Innovativeness refers to the ability to create new changes beneficial to Vantaa, to be a forerunner, and to have the boldness to seek new, better ways of arranging services for its citizens.

• Sustainable development means securing good living conditions for present and future generations. Solutions and decision-making take ecological perspectives and fairness into account, and keep the economy balanced.

• Social inclusion entails the following: promoting citizens' participation and interest in common matters; preventing marginalisation; and striving to reach common goals.

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2.2 Political and Planning Context of the City The City of Vantaa is managed by the mayor, four deputy mayors and two

division directors. The organisation is divided into six divisions: Central Administration, Land Use and Housing, Social and Health Services, Leisure and Citizens’ Services and the Real Estate Centre.

Local Authorities in the City of Vantaa

All local authorities in Finland have a high level of autonomy which is guaranteed by the Constitution. Every four years residents elect a local council in free and democratic elections. The city council is the decision-making authority in municipal finances and operations. Vantaa's City Council has 67 seats. Following the 2012 municipal election the council seats are allocated in the following way: Social Democrats, 18 seats; National Coalition Party, 18; True Finns, 11; Green Party, 9; Left Alliance, 4; Centre Party, 3; Christian Democrats, 2; and Swedish People's Party, 2. At these elections only the city council is elected. In Finland mayors and deputy mayors are appointed by the city council; they are therefore not elected members as in most EU countries, even though they usually have very strong political backgrounds. Local elections are arranged every four years.

Vantaa’s City Executive Board, which is appointed by the Council, does the preparatory work on matters coming before the council. The Board is responsible for the city´s day-to-day administration and financial management. In Finland, the municipal manager, or mayor, is an official appointed by the local council, who serves under the city executive board.

Financial Planning and the Budget

The budget is a plan for the city’s operations and management of finances, which is approved by the council before the end of the year for the next budgeting year. When doing this, the council must also approve the financial plan for the next three or more years. According to the Law on Local Government, the budget must include the appropriations and revenue estimates required by the operational targets and it must show how the financing will be covered. The budget normally divides into operational economy, investments, the profit and loss statement and financing.

The City Strategy defines the guidelines for developing the city during the coming years. It is a central document that guides the operations of the city, which epitomises the locally-elected City Council’s intentions for the city in the near future. The Council approves the strategic goals annually along with the budget.

The main revenues of the city are local income tax, which is 19 % at the moment in Vantaa, and property tax, which does not play a vital role in taxation in Finland. The central government also assists the city with extra financial aid, as it does all the municipalities, according to its own assessments and criteria.

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Urban Planning in the City of Vantaa

The City of Vantaa is responsible for master planning and detailed planning of its land use. All land use planning activities are guided by a regional land use plan and national land use guidelines. Public transportation planning is carried out by the Helsinki Regional Transport Authority.

According to the City of Vantaa´s 2012-2020 environmental policy, the principles of sustainable development are increasingly guiding the urban planning and the city’s operations. In its planning processes the City of Vantaa wants to emphasise all the possibilities for meeting environmental challenges, in particular climate change mitigation, climate change adaptation, and reduced biodiversity. Vantaa is committed to promoting sustainable development with the help of numerous programmes and commitments. In addition, global and national strategies and policies indirectly steer the city’s operations.

2.3 Trends in the City of Vantaa’s Operating and Economic Environment

The City of Vantaa is currently in a very challenging situation; the operational environment is changing, and the financial difficulties of the euro zone countries also affect the area. The city is self-sufficient in employment, but it nevertheless has so-called structural unemployment.

Continuous population and workplace growth constitutes a clear strength to the city; this growth, however, poses challenges to balance the city's costs and revenues and to optimum implementation of investments. The city finances its operating costs with tax funding, but it has been increasingly forced to take up loans to fund its investments. In particular, commitment to the Ring Rail Line, the rehabilitation of Ring Road III and the construction of the Marja-Vantaa (includes Kivistö) district infrastructure will tie up the city's resources.

The City of Vantaa has an ageing population and a changing age structure; currently 1500 inhabitants reach retirement age annually. All the changes bring more complicated social and health problems and require the city to provide more options for services. The demand for cost-effective productivity also increases and makes competition for the available labour more intensified.

In the coming years tax funding is expected to remain at a lower level than usual. In order to balance the city's economy and to cut down debt, the City of Vantaa has released “Vantaa´s Balanced Strategy 2012-2015.” If the strategy is a success it will ensure both the city's competitiveness and its ability to meet its obligations in the long run. This Balanced Strategy affects all the city’s development projects and investments, including those related to public transport. All possible operating expenses have been adjusted downwards, mainly with the help of one-off austerity measures. Some major investments have been

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postponed and all new ideas requiring investments are heavily debated and require good justification because at the same time basic services are cut down.

Amid financial challenges, the near future looks bright. During the 2015 financial period, Vantaa will host Finland’s national housing fair, in the Kivistö area, and open the Ring Rail Line for traffic. The number of jobs will experience strong growth, and the city's self-sufficiency in employment will remain over 100%. Furthermore, in the coming financial planning period, Vantaa's population is expected to grow by more than 2,000 new residents. The city and its partners must ensure that Vantaa is an attractive choice for businesses, residents, and employees also in the future.

The City of Vantaa is the logistics centre of Finland, with the growth and development of the Helsinki-Vantaa Airport as a key factor. The Finnish government and Finnish airport operator Finavia have together recently published a development programme for the airport area. It includes investments of 900 million euros during the period 2014-2020. Both air travel and air freight will grow strongly, which will bring 5000 totally new jobs to the area.

2.4 Local Transport System Situation Public Transport Planning in the Helsinki Region The Helsinki Regional Transport Authority (HSL) is responsible for public

transport planning and development in its operating area, as well as for transport system planning in the 14 municipalities of the Helsinki region.

The vision of the Helsinki Region Transport System Plan is to arrange high-quality, ecologically efficient means of mobility in order to promote the development and wellbeing of the Helsinki region. The starting point of the planning is to make public transport as attractive as possible. This can be done by investing in reliability, accessibility, flexible transfer interchanges and feeder services. The guidelines for the planning are listed in Annex A.

HSL Helsinki Regional Transport cannot impose any kind of taxation, so its primary financial resources come from ticket revenues and the municipalities, such as the City of Vantaa.

Public Transport in the City of Vantaa

Municipalities and other stakeholders have different preferences for the level of services and their financing. Transport service contracts set their own requirements for the planning. In order to accommodate the needs of the different stakeholders, a great deal of constructive interaction between municipalities and cities is needed. Costs are the major limiting factor in the planning of the services; the cost effects of different plans are taken into consideration at all stages of planning.

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The backbone of the public transport system in the Helsinki region is the network of rail services: both train and metro. The metro line does not operate in the Vantaa area, but a train service with nine stations and two rail lines transport residents and commuters effectively. The main transport hubs in the Vantaa area are located in Myyrmäki in the west and Tikkurila in the east.

The rail services are supplemented with bus services that include feeder bus routes, service routes and cross-town services. Direct radial bus routes to the centre of Helsinki operate in areas that are not served by rail. The bulk of the bus fleet runs on diesel; however, the services are operated by several independent transport operators, and the tendering principles favour low-emission vehicles. The use of alternative fuels for public transport in the Helsinki region is also being studied.

In the Helsinki metropolitan area service routes are also provided, primarily for the elderly and those with mobility challenges. These services are operated on a route-bound and/or demand-responsive basis, and the distance to the nearest stop is kept as short as possible. The service is operated with easy-access minibuses and offers different routes, hours of operation and frequency of service according to local needs. The cost of running the service is quite high per passenger, especially considering the low demand.

Ring Rail Line Improves Sustainable Mobility

The largest on-going project, which will improve mobility throughout the whole Helsinki region, is the construction of the Ring Rail Line. The 18 kilometre Ring Rail Line will provide an important public transport link between the main line and the local urban lines and will finally connect the Helsinki-Vantaa Airport to the rail network. The Ring Rail Line is currently under construction and is scheduled for completion in July 2015.

The Ring Rail Line is an important part of the development of the entire transportation system, as it will unite the entire Helsinki region. It provides both a fast rail connection to the airport and an effective means of transportation for residents and commuters. In addition to the rail line itself the project will bring in the first phase five new stations, streets, park-and-ride facilities and road arrangements. New residential and business areas will also be built, and a new urban centre with shopping facilities. The Ring Rail Line will support public transport in both the Aviapolis and Kivistö areas.

2.5 Description of the Potential Sites for the Demonstration Regarding the CityMobil2 demonstration, the potential sites in Vantaa are

Aviapolis and Kivistö. These two sites are totally different. In the Aviapolis area the infrastructure is ready; in Kivistö construction work is just beginning and some of the plans are already fixed. The demand at Aviapolis is easier to forecast but Kivistö is more like a clean slate on which to test the new service and concept.

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The Aviapolis Area

Situated in the middle of the City of Vantaa, Aviapolis is a dynamic airfront for Helsinki-Vantaa international airport that is rapidly growing and attracting a concentration of businesses. Aviapolis spreads over an area of 42 km². Currently there are about 1,100 companies and 35,000 employees in the area. In addition to the Helsinki-Vantaa international airport, Aviapolis features residential districts, recreation and amenity areas, and a number of business parks and industrial estates.

The City of Vantaa wants to support the growth and development of the Aviapolis area. The airport is a driver for growth. The airport is attracting sales and marketing functions of international companies to the area, logistics firms operating in passenger and freight traffic, as well as providers of health and well-being services. The Aviapolis area has become a hotspot of international trade in Finland. At the same time, the Aviapolis area also offers some residential areas and new kinds of housing options – part of the urban planning that will be supported in the future.

The Aviapolis area’s internal and external traffic flows currently present a challenge, both for commuter traffic and for air passenger traffic. These challenges are being met with heavy infrastructure investments, such as the Ring Rail line and improvements to Ring Road III and the road connecting Ring Road III and the airport (Lentoasemantie). One of the new Ring Rail Line stations will be in Aviapolis, and it will serve both business activities and remote residential areas through feeder traffic. This is complemented by other bus lines serving business areas, schools etc. and connecting them to transport hubs. Some of the currently direct lines will require interchange, but the service level will be improved at the same time with more frequently operating trunk lines.

The Kivistö Area

Kivistö is the most significant new residential area in the Helsinki metropolitan area. In total Kivistö will be home to about 30 000 inhabitants and it will provide many commercial and public services to its residents. The construction of new infrastructure has just begun, so the timing and circumstances are ideal for incorporating any new and innovative solutions.

This study will concentrate on Kivistö, where the new Ring Rail Line station will be located with a bus hub to the northern part of Vantaa. The connections to the area will be excellent. Kivistö is located at the node-point of the Ring Rail Line, the Hämeenlinna motorway (road 3 / E12) and the Ring Road III. The Ring Rail connects the area tightly to the metropolitan area, the national road network and Helsinki-Vantaa Airport.

Kivistö is a totally different kind of potential site for the demonstration than Aviapolis. Aviapolis has many different centres, whereas in Kivistö all the services are located near the station. Currently the land use in the Kivistö area is not dense; there are only some small residential areas in the so-called old Kivistö

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area. Public transport is based only on trunk lines along the main roads at 30 minute intervals.

The annual national housing fair is one of the most popular events in Finland and a very well-known brand among adults. Almost 200,000 visitors are expected to attend the Vantaa Housing Fair. The 2015 Finnish housing fair at Kivistö, between 12th July and 11th August 2015 would, therefore, be an ideal place to launch the demonstration.

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3. Problems, Objectives and Expected Impacts In the following section the problems, objectives and expected impacts of the

proposed new transport system are defined. The steering committee of the Finnish consortium has selected the following as the general objectives of the project.

To introduce the use of automated vehicles as part of public transport – in all climate conditions

In early 2013 automated transport, “robot vehicles” and different concepts and ideas related to smart and electric vehicles became a hot topic in the Finnish media. Other cities in the Helsinki area are also tentatively beginning to consider starting to plan automated vehicle use in the future. The CityMobil2 Project is a perfect platform for Vantaa to introduce the use of automated vehicles to Finland, especially as part of public transport. In order to do this, the system must provide reliable, quality operation in all climate conditions.

To provide sustainable feeder traffic to Ring Rail Line stations

The Ring Rail Line in itself does not provide a solution for sustainable feeder traffic to the railway stations, nor does it offer sustainable internal traffic in Kivistö or Aviapolis. The current plan for feeder and internal traffic involves traditional low frequency bus services that might not possibly satisfy the users, and probably wouldn’t decrease the use of private vehicles. The challenge is that some areas in Aviapolis would still remain uncovered. Automated vehicles could assume the role to feed railway stations and supply internal transportation in residential and business areas. Additionally automated vehicles could replace traditional local bus connections and help to decrease emissions.

To support the objectives of the Helsinki Region Transport System Plan and other strategies

All the current strategies related to public transport highlight the same issues: sustainable development and innovative solutions to provide cost-effective services. Almost all of the goals outlined in the Helsinki Region Transport System Plan can be linked to the CityMobil2 project. The socio-economic efficiency of public transport should be improved - as well as the competitiveness of public transport relative to the car. Also the impacts of congestion, safety issues and decreasing traffic accidents and effective planning of land use in favour of pedestrians and cyclists are highlighted. The strategy points out that the accessibility of everyday services and jobs for those without cars should be improved and the cost of mobility should not restrict basic mobility. Other targets include reducing greenhouse gas emissions from traffic as well as reducing exposure to traffic emissions, noise and health hazards.

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To create a transport concept that could be used in other areas

The ideas tested in this project must be able to be copied in other suburban areas in the Helsinki region. The study of CityMobil2 in Vantaa should not focus too deeply on the planning of the demonstration only in Aviapolis or Kivistö. The point of view must be that the study can be utilised by other operators in the Helsinki area. All publicly funded development work in the Helsinki area is openly shared with other operators.

3.1 Aviapolis – Problems and Objectives Problems The Syöksy research project studied the use of electrically-powered vehicles

in Ring Rail Line feeder traffic and short-distance travel in the Aviapolis and Kivistö areas. According to the findings of this research the urban structure of the Aviapolis area is currently formed by different activities clustering in their own sectors. This does not support use of public transport, and particularly the internal public transport connections do not satisfy the needs of the different users.

The Syöksy research also showed that people who live in the area work elsewhere and vice versa. This means that people are dependent on their private vehicles, and commuting between work and home using public transport takes too much time. Despite active marketing, Aviapolis has an image that it can only be reached effectively by private car. For example Jumbo, one of the biggest shopping centres in the Helsinki area, is located in Aviapolis and the brand of the shopping centre suffers from that image.

Objectives

To provide better public transport with effective feeder traffic to and from Aviapolis station

One of the new Ring Rail Line stations will be located at the Aviapolis area. According to the current transport plan, once the Ring Rail Line is opened in 2015 public transport in the Aviapolis area will be based on fast, high-capacity modes of transport that include train services and two direct trunk lines. In order to improve the current public transport situation, there has to be a functional feeder service from the station to different areas.

To connect different parts of the Aviapolis area and improve internal public transport

Challenges facing planning of the feeder traffic include how to connect the different sides of Airport Road, “Lentoasemantie”, the main road connecting Ring Road III to the airport, and how to serve all the different users in the (relatively

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wide) area. If the feeder traffic operates using main roads, parts of it such as sections located next to Ring Road III will be far from the bus stops. This would require that the buses serve smaller streets, but with the current equipment this is not preferable.

To update the image of the Aviapolis area and the local operators

A new transport system would improve the competitiveness of the area. Hotels, shopping centres and other commercial operators would benefit from an updated image for the area and the services in the area would be more easily reached. A smaller fleet with lower emissions and noise levels would also serve the Jumbo shopping centre as bus stops could be located closer to the shopping centre entrance.

To test if the hotels, shops etc. would be ready to contribute to the costs of improved services

Currently the situation is that the city covers all the costs arising from providing public transport, and only collects the ticket fees from the users and taxes from local enterprises. If an upgraded service in one area would be implemented, it could be considered that commercial operators in the area in question also contribute to the costs. This new service might also replace some parts of the shuttle bus services arranged and financed by the local airport hotels.

3.2 Kivistö – Problems and Objectives Problems As construction work is just beginning and some parts are still in the planning

phase, the current transport problems apply to the existing small residential areas where it is difficult to arrange a proper public transport service to Helsinki or the main centre of the western part of Vantaa, Myyrmäki – especially in the evenings, night time and on weekends. The main problem is that if this kind of innovative service is not planned now, its implementation and urban integration will be more difficult when the rest of the infrastructure is already built and established. Urban planning provides a natural way and flow for people from residential areas to the Ring Rail Line stations and transport hub and this should be supported by all possible means.

Objectives

To provide a better transport service for the new residential area from the outset

The Syöksy research stated that public transport services should be available in the Kivistö area from the very beginning, when the first people move in and settle in the new part of Kivistö. This is the best time to influence daily routines

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and support the use of public transport instead of buying another car into the household.

To test a new service and concept in the new Kivistö suburban centre

Kivistö would be a good test platform to study what level of demand is needed for the automated system. Is the system also effective in areas where the level of demand is low and distances are short? An automated system could possibly also provide a better service outside rush hours. The system could also operate on an on-demand basis, with fixed routes or a taxi type of service.

To market the 2015 Housing Fair and to provide a service for its visitors

The annual national Housing Fair will be held in the Kivistö area 12.7-11.8.2015. This would be an ideal place to launch the demonstration and also to promote the newly opened Ring Rail Line and to provide transport between the Kivistö station and the housing area. The citizen awareness campaign and dissemination of information would reach thousands of people from Finland and abroad at the Housing Fair.

3.3 Expected Impacts The indicators used in the ex-ante evaluation are presented in Annex C. The

expected impacts will be updated when the material for the intra-city selection is completed by the relevant experts.

For Vantaa city study the most important thing is that all the impacts related to the listed evaluation areas (transport system, economic efficiency, environmental impacts, and safety and security) with all the sub-categories must be measured in all climate conditions. Especially the reliability, user satisfaction and quality of service must follow the guidelines of transport planning in the Helsinki region. If there is no guarantee that the service and the system will function in winter conditions, the demonstration cannot be organised in Vantaa.

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4. Potential Site Description: Kivistö The demonstration route connects two totally new residential areas to the

Kivistö railway station. In figure 1 these are the Keimolanmäki housing area and Housing Fair area. It also connects the temporary parking area on the other side of Highway “Hämeenlinnanväylä” to the Housing Fair area.

Figure 1 Potential demonstration route in Kivistö

The planned service will operate as feeder traffic from Kivistö railway station to the housing areas. The success of the demonstration route is linked to the construction work of the Ring Rail Line, which should be completed by July 2015. The Housing Fair in the area will open at the same time. The launch of the new innovative transport system would attract a lot of media attention and interested potential future users from around the Helsinki area and further afield. A bus connection from a temporary parking area to the Housing Fair area is planned, so the CityMobil2 demonstration will provide an additional service for the people attending the fair.

The Kivistö 2015 route could attract a lot of publicity for CityMobil during the Housing Fair and it would be an excellent opportunity to launch such an innovative form of transportation. During the Housing Fair the service could have

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a huge number of users, but after the fair passenger rates will decline to a “normal” level.

It can be expected that in 2015 legislation will not yet support the use of automated vehicles crossing with normal traffic. With this route, the pilot could be arranged, as it mainly uses the light traffic routes in the area and the lane can be segrerated with fences for the use of automated transport system only.

4.1 Demand Estimation The service route in Kivistö represents scenario 2 below, where the system is

connected with an existing/future public transport line (figure 2). The planned service line is connected to other public transportation lines, railways and bus lines.

The main public transportation service in the area is the Ring Rail, which connects the area to two different train lines. Additional service is provided by a number of bus lines, which operate in different frequencies. Overall, the public transportation service in the area is good, and will only increase in future as land usage plans are implemented and new residential and commercial areas are built.

Figure 2 Preliminary Demand Estimation scheme (CTL)

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It is estimated that in the Kivistö area approximately 1 200 inhabitants will live along the planned route in 2015. Under these circumstances the transport model generates a demand estimate of approximately 600 daily passengers for the Kivistö CityMobil2 demonstration route. Like practically all feeder lines the demand is heavily asymmetrical between the morning and afternoon hours. There is a risk that the number of users after the Housing Fair may be low, especially before the system becomes familiar.

4.2 System Pre-Design The outputs of the system pre-design for the selected route in Kivistö are

defined in table 1. The used methods and more detailed information are available in a separate file.

The route is simple and relatively short, in total 4.2 km. The number of vehicles circulating along the route is 3 and in the calculations the vehicle capacity was 10 passengers. There are 6 stops on the route and the service will be on-demand to the stations. With a 20 km/h vehicle speed, the average waiting time at the stops is 95 s and the maximum waiting time is 625 s.

Table 1 The requested output of the pre-design

Requested output Kivistö

Network%length% 4.2%km%

The%number%of%vehicles%circulating%on%the%%proposed%network%

3%vehicles%

Preferable%vehicle%capacity% 10%places%

Number%of%stops%on%network% 6%stops%

Average%waiting%time%at%the%stops% 95%s%

Maximum%waiting%time%at%the%stops% 625%s%

Vehicle%commercial%speed%% 20%km/h%

Daily%demand% 600%trips/day%

4.3 Initial Assessment The general objectives of the project and the potential demonstration sites are

defined in Annex B. All these objectives support the selection of the Kivistö site.

The Kivistö demonstration site is perfect to introduce the use of automated vehicles as part of public transport. This is especially so during the Housing Fair,

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where a large number of potential users will see the new service operating between the parking area and the Housing Fair area. The marketing value is therefore almost the best possible in Finland. No other place would attract more than a hundred thousand visitors in a short period of time, when marketing measures can also be executed.

The area will also be used to study how to provide sustainable feeder traffic to the newly opened Ring Rail Line stations. The selection of the area supports the objectives of the Helsinki Region Transport System Plan and other strategies of the City of Vantaa. The demonstration would offer an excellent possibility to test the new service and concept in a new suburban centre.

Kivistö will be a new residential area with an innovative and modern image. The demonstration would help to provide better transport services to serve the new residential area from the outset. The demonstration area will also help to create a transport concept that could be used in other areas in the greater Helsinki area.

This would be the first time when automated vehicles are tested as a real service in Finland. For this reason, it was desired that the route would be short and simple in order to minimise the possibility of problems. There are no street crossings on the route, and it can be fully separated without need of a “ghost driver”.

The Kivistö 2015 route could attract a large amount of publicity for CityMobil during the Housing Fair, and would provide an excellent opportunity to launch such an innovative form of transportation. During the Housing Fair the service could have a huge number of users, but after the fair passenger rates would decline to a “normal” level. The pilot route could be implemented fairly easily, as the route mainly uses existing cyclist and pedestrian routes in the area and the lane can be segrerated with fences for the use of automated transport system only.

4.4 Initial Practical Feasibility Analyses Technical promptness – Finland is one of world's leading countries in

information and communications technology and, generally speaking, technical expertise in Finland is high-class. This means that a qualified team can easily be assembled for the CityMobil2 demonstration. The City of Vantaa executed the CityMobil showcase 2009 in Tikkurila. The results and experiences from the showcase and the same personnel resources can also be utilised in the CityMobil2 demonstration. Additionally there are many high-tech Finnish organisations and companies that can support the demonstration – e.g. VTT (Technical Research Centre of Finland), RFID Lab Finland Association and Sensor Center Ltd.

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One of the general objectives of the project is to test the automated vehicles in winter conditions. In the pre-design phase the winter conditions in Vantaa were studied, as were the vehicles’ technical specifications in view of the very demanding operating environment. The steering group of the Finnish consortium outlined that the vehicles must be tested for winter conditions in advance, otherwise the demonstration phase cannot include winter season.

Legal promptness – The legislation framework in Finland will be carefully executed as a separate task. At the moment it seems that the legislation does not support the use automated vehicles as part of normal traffic in 2015; on the selected route in Kivistö, therefore, the vehicles would use a separated track on the cycle route.

Population promptness – At first the users might have fear of the unknown behaviour of the system. Safety and possible vandalism of the driverless system might worry the users. This will be studied in advance and a plan for a specific travel awareness campaign will be included.

In the CityMobil showcase in 2009 the survey’s results showed that in Tikkurila users understood the concept and viewed it positively. This is a good starting point for the CityMobil2 demonstration.

Entities involved in the governance of the selected site – Due to Vantaa’s Balanced Strategy and the financial plan for 2012-2015, the time is really challenging for this kind of new innovative development project. The arranging of a demonstration is a budgetary matter; the city has to invest in the infrastructure, even though the selected route in Kivistö uses recently constructed parts of the road and cycling route network. Additionally, running the system requires a lot of financial resources from the city government; operator costs and premises rental for the control centre and vehicle depot will especially require resources.

In the end of this year 2013 the city council will accept the city strategy for the next four years. At the same time the annual budget for next year is also approved. Firstly, the CityMobil2 demonstration has to be included in the new city strategy, because it introduces all the investments, large projects and other large scale financial commitments that the city will or plans to implement in annual budgets. Secondly, a demonstration has to be included in the annual budget for the year 2015, which will be approved in November 2014.

In the preparation of the city strategy, in addition to the City Executive Board the following three people are identified as key persons: the mayor (Mr. Kari Nenonen), the deputy mayor for land management and the environment (Mr. Juha-Veikko Nikulainen), and the director of business development (Mr. Jose Valanta). The Vantaa CityMobil2 organisation has started to do its work to influence in the preparation of the new city strategy. The first results will be achieved by June, if all goes well.

The existing city vision already includes ideas of promoting international innovative projects in Vantaa and promoting a well-operating public

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transportation system. CityMobil2 also meets existing visions very well, and this helps lobbying a demonstration in the city strategy. While preparing a proposal for the city strategy the city will ask for financial support from other stakeholders. In this case the Ministry of Transportation and Communications plays a vital role, because a demonstration also fits in with the implementing of national strategy for intelligent transport.

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5. Intra-City Site Selection This section covers the description of the selected site for demonstration in

the Vantaa area. The selection was made between two sites: Aviapolis and Kivistö. The selected site is Kivistö. The general presentation of the site is in section 2.5. The potential service route in Kivistö represents scenario 2, as described in the CityMobil2 project methodology: the system is connected with an existing/future public transport line – the Ring rail line. The route operates between a residential area and the Kivistö railway station. From Kivistö station there will also be a bus hub to service other connections.

The main objectives of the demonstration in Kivistö area are:

• To provide better transport service for the new residential area from the very outset;

• To test a new service and concept in the new Kivistö suburban centre;

• To market the 2015 Housing Fair and to provide a service for its visitors.

An initial practical feasibility analysis conducted by the steering group of the Finnish consortium confirms that the City of Vantaa and the selected site in Kivistö are able to host the CityMobil2 demonstration. Nevertheless, the system pre-design highlighted some challenges that need to be tackled in the planning phase. These challenges do not prevent the selection of the route in Kivistö for the demonstration – in fact, they support it. The route is presented in figure 1.

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6. Initial Evaluation The evaluation procedure of the Vantaa City Study and demonstration plan

will follow the guidelines and methodology of the CityMobil2 project. The evaluation will also follow the guidelines of the transport planning of the City of Vantaa and Helsinki Region Transport (HSL). All comparative reference cases with conventional transport systems and threshold for success will be collected and calculated from existing HSL data.

All the reference cases can be found in the documents Public Transport Unit Costs 2011 (Joukkoliikenteen yksikkökustannukset 2011) and Public Transport Planning Guidelines for HSL’s Transport Services (Joukkoliikenteen suunnitteluohje HSL-liikenteessä).

The plan is that the threshold for success will be determined using the new plan for service routes in Vantaa. CityMobil2 can also be compared with a pilot project in the Helsinki metropolitan area called KutsuPlus. KutsuPlus provides a new kind of tailored on-demand bus service. The size of the bus is similar to the vehicles in CityMobil2.

In order to consider full-scale implementation of an automated transport system, the investment and the development plan will be included in the strategic framework in the Helsinki Region Transport Plan (HLJ2015).

The methods that will be used in the project are the following:

Stated preference survey

The work will start with conducting a survey using stated preference questionnaires provided by CTL. This will allow in-depth investigation of the preferences of would-be users of the new transport systems in the design phase. This survey will be re-conducted during the demonstration phase.

Modelling tools – (in pre-design phase EMME)

In the pre-design phase the demand analysis was carried out with an EMME/4 transport model of Helsinki Public Transport HSL. The model used is a complete transport model which includes the traffic and transport network, all the usual modes of transport (walking, cars, buses, trains, metro, etc.), public transportation routes, and is a logit/land use based demand estimation model.

With the use of HSL’s model it is possible to produce a more reliable estimate of the future demand for CityMobil2 in the study area. The CityMobil2 system is assumed to be part of the HSL public transport system. This also applies to the ticket pricing and validity on exchanges between the CityMobil and the trains.

Additionally, 3D-modeling tools and computer graphics will be used in the urban integration phase in order to complete the plan for the integration of the

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system in the urban area of Kivistö. Consultation with experts and calculations of financial impacts will also be used in the evaluation process.

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7. System Dimensioning This section includes the system’s foreseen demand analysis (the demand to

be served by the system), the dimensioning of the supply to be provided to serve this demand, the integration of the system into the urban environment, the design and evaluation plan of a citizens’ awareness campaign and a financial assessment of the designed system.

The planned transport system will be connected to the public transport system in the metropolitan area. It will serve as feeder traffic to the Kivistö Ring Rail Line station that will be opened in July 2015.

The demand analysis and the supply dimensioning are divided into two phases: during the Housing Fair in July 2015 and after the Housing Fair. The conclusion of the demand analysis is that during the Housing Fair the demand might exceed the supply and the system would need a person to guide the passengers. After the fair the system demand will be quite low. Experts believe that this does not affect the demonstration as a whole. The budget and the financing do not depend on the demand, and the marketing value is very high due to the Housing Fair. After the Housing Fair the system would serve the local residents. In the early 2030s, when construction work is completed on the northern side of the Ring Rail Line and more people have moved to the area, the system and the routes can be studied further.

7.1 Demand Analysis The potential demonstration site of Kivistö is a totally new residential area.

Development of the area has been started some years ago. By the year 2030 the new Kivistö centre will serve about 30 000 inhabitants.

In November 2013 construction work of street network in the area has begun, but due to the financial and economic situation in Finland and Vantaa the progress has been slower than estimated during the pre-study phase of this project. For example, the marketing of the new houses has not been launched yet. Only the construction work in the Housing Fair area and in the residential area on the north-eastern side of the railway station is on schedule. The Housing Fair area will be made up of mainly single-family houses, but some apartment buildings will also be built.

Figure 3 shows the houses that will most probably be constructed by July 2015.

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Figure 3 The houses that will be constructed in Kivistö in 2015

7.1.1 Demand During the Housing Fair in July 2015

The Housing Fair is the biggest annual event arranged in Finland. The last time the Housing Fair was arranged in the metropolitan area of Helsinki was in 2006; the host city was Espoo and the event attracted 175 000 visitors. The number of visitors is expected to exceed Vantaa in 2015.

Many similarities can be found between the Kivistö area and the Housing Fair area in Espoo 2006, at least in terms of location and transportation. In Espoo the modal share of public transport was only 16 % among the visitors. However, the parking arrangements of the 2015 fair and the new Ring Rail Line in Vantaa will be significantly more encouraging to the use of public transport, whereas in Espoo the parking was located very close to the fair area. It can be estimated that in Vantaa over 20 % of the visitors will arrive by public transport, and the vast majority of them will use the Ring Rail Line’s Kivistö station. This leads to an estimate of 1 167 visitors per day via public transport. Each of the visitors will potentially use the system in both directions.

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Modes of transport of the visitors

The City of Vantaa wants to support sustainable modes of transport. This will also be taken into consideration when planning how the visitors will travel to and from the Housing Fair area.

Own car and parking

Most of the guests to the Vantaa Housing Fair will come by car and will use the temporary parking areas situated 1,5 km from the fair area. These visitors will mostly use the shuttle bus transport from the parking area to the Housing Fair area.

From Kivistö railway station

Trains to the station approach from two directions with a headway of 10 minutes. This means that the public transport passengers will arrive by ~100 trains/day. The railway station is located about 1.5 kilometres from the Housing Fair area; visitors arriving by train will walk, use the shuttle bus or use the service provided by the CityMobil2 project to access the fair.

The housing fair in numbers (estimates based on previous fairs)

- Total visitors estimated 200 000 - Visitors per day 5833 - modal share of public transportation is 20 % - Visitors arriving by public transport: 1167 - The daily potential demand of trips to and from the fair is 2333 trips (2x amount

of visitors) - Mean staying time at the fair is around 4 hours - The fair is open daily from 10:00 to 18:00 (between 12.7-11.8.2015)

The fair demand will not be distributed evenly throughout the fair opening hours. The table below shows the estimate of the demand for arriving and outgoing visitors. According to the estimate, the peak hour demand is 350 trips/h from 13:00 to 15:00. One way peak demand will occur around the fair opening and closing times. During those times the system will leave some of the passengers not served – they will be using other modes of transport to the area.

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Table 2: The estimated demand of trips during a fair day

Estimated % - demand

Demand in trips

% Arriving% Departing% Arriving% Departing%

10@11% 25% 0% 292% 0%

11@12% 20% 0% 233% 0%

12@13% 20% 5% 233% 58%

13@14% 15% 15% 175% 175%

14@15% 15% 15% 175% 175%

15@16% 5% 20% 58% 233%

16@17% 0% 20% 0% 233%

17@18% 0% 25% 0% 292%

The demand varies throughout the day. In the morning the public transport visitors will arrive by trains coming from both directions of the Ring Rail Line. This will pose a challenge for the system capacity in one way. In the best situation these visitors will arrive by trains whose arrival times at Kivistö station are equally distributed between the two directions (both directions have supposedly 10 minutes headway). The worst situation, in terms of supply, is that the trains will arrive simultaneously from both directions.

The final Ring Rail line schedules are still unfinished so this calculation is a speculation between the worst and the best scenario. The problematic of the arriving trains demand is presented in table 3.

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Table 3: The number of passengers (potential users) arriving at a time to the Kivistö station (The final Ring Rail line schedules are still unfinished)

Time

Arriving train

passengers

Simultaneously arriving

passengers, min

(Best%case)%

Simultaneusly arriving

passengers, max

(Worst%case)%

10@11% 292% 24% 49%

11@12% 233% 19% 39%

12@13% 233% 19% 39%

13@14% 175% 15% 29%

14@15% 175% 15% 29%

15@16% 58% 5% 10%

16@17% 0% 0% 0%

17@18% 0% 0% 0%

TOTAL% 1167% %% %%

Since the passengers do not arrive to the station evenly scattered, it will affect the actual use of the system. There is also the alternative to walk 1 km to the Fair area or use the shuttle bus from the station to the housing fair area. The short interval of 3.5 minutes for automated service will probably encourage some to wait for the next vehicle if they miss the first one. The maximum queuing length is estimated to be the capacity (10 persons) of the next service arriving in 3.5 minutes.

The number of people choosing to use the automated system will be affected by the one way capacity and the timing of arriving trains. The problematic is opened up in the next table. The table also uses the supply information since this will affect the amount of trips served.

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Table 4 the number of potential passengers (trips towards the fair) is estimated through the best case and the worst case scenario regarding the arriving trains

%Max%theoretical%queue%

length%in%minutes%Passengers%not%served%%%%%%%%%%%%%%%

(max.%accepted%queue%is%10)%Served%

passengers%

Time%Best%case% Worst%case% Best%case% Worst%case% Best%

case%Worst%case%

10@11% 7,0% 14,0% 120% 143% 171% 149%

11@12% 3,5% 10,5% 62% 94% 171% 139%

12@13% 3,5% 10,5% 62% 94% 171% 139%

13@14% 3,5% 7,0% 0% 46% 175% 129%

14@15% 3,5% 7,0% 0% 46% 175% 129%

15@16% 0,0% 0,0% 0% 0% 58% 58%

16@17% 0,0% 0,0% 0% 0% 0% 0%

17@18% 0,0% 0,0% 0% 0% 0% 0%

TOTAL% %% %% 244% 424% 923% 743%

It can be noted that the train schedule can have a huge impact on the number of passengers served by the automated system. The total demand is estimated to be 1167 trips towards the fair, of which 923 (79 %) can be served in the best case scenario and only 743 (64 %) in the worst case. It is assumed that queuing for longer than a one single headway will not be tempting – 3.5 minutes waiting time is accepted, 7 minutes is not.

Using the average (of best and worst) numbers from table, we can form the final table of the daily/hourly demand in both directions. It is assumed that the departing trips from the fair are rather evenly distributed and therefore limited only by the capacity of the system.

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Table 5: The potential and the estimate of trips served by the CityMobil2 system

% Arriving% Outgoing%% Total%

Time% Served%% Not%served% Served% Not%served% Served% Not%served%

10@11% 160% 132% 0% 0% 160% 132%

11@12% 155% 78% 0% 0% 155% 78%

12@13% 155% 78% 58% 0% 213% 78%

13@14% 152% 23% 171% 4% 324% 26%

14@15% 152% 23% 171% 4% 324% 26%

15@16% 58% 0% 171% 62% 230% 62%

16@17% 0% 0% 171% 62% 171% 62%

17@18% 0% 0% 171% 120% 171% 120%

Total%% 833% 334% 915% 251% 1748% 585%

%Demand analysis conclusions during the Housing Fair

During the Housing fair it is estimated that the demand will be:

- 2 333 passengers a day /7 days a week, or

- 70 000 passengers per month (35 000 public transport visitors)

- The peak hour demand for the system is 350 passengers.

It seems that during the Housing Fair month the demand might exceed the supply, as the event can be expected to attract around 175 000 visitors during one month. These passengers will user other modes of transport to the area. During the Housing Fair the estimated demand (limited by the service capacity of the system) would be approximatlety 2 333 passengers per day, 7 days per week, making a total of 70 000 passengers per month. According to the calculation, only a total demand of 1748 passengers can be served per day.

During the first demonstration month there might be a need for a dedicated guide at the Kivistö station.

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7.1.2 Demand After the Housing Fair

After the Housing Fair, in August 2015, normal living in the area will begin. The current estimation is that there are about 400 residents in the area.

Modal share

The demand was estimated in two ways – by calculating according to the mobility studies numbers and by modelling the situation using the HSL area land use and transport model (EMME software).

When considering the location of the Housing Fair area and people moving in, it can be assumed that the proximity of a Ring Rail Line station attracts people who are aware of the railway connection and are fairly eager to use it on a daily basis. The railway connection will be the most frequently used method of public transport by far for the inhabitants of the area. The main question is the feeder traffic from the residential area to the railway station. The public transport plans are not ready yet, but it can be assumed that the only available public transport from the housing area to the railway station will be a bus service with intervals of ~10-15 minutes during the rush hour. This is not a separate bus line, but some of the longer distance buses will pass through the area en route to the Kivistö railway station.

In addition, walking and bicycle alternatives are also encouraged. Parking for bicycles will be arranged at the Kivistö station and pedestrian and bicycle paths are in very good condition.

According to recent mobility studies in the HSL area, the modal share of public transport has risen more rapidly than the modal share of private cars. On an average day a person makes 3.4 trips, of which about 65 % are made by public transport or a car. Public transport’s modal share is 43 % of these trips. The calculation leads us to an average of 380 daily public transport trips.

Due to the low service interval of the bus transport this will not be a competitor for the CityMobil2 service; walking and cycling will be the real alternatives. Some will choose to walk, since the distance to the station is relatively short. If the share of passengers choosing to walk or cycle to the station is around 20 - 40 %, this leaves an estimated 230-300 passengers who will use the automated system daily.

According to the stated preference study conducted in the Helsinki metropolitan area, passengers are not willing to pay more for an automated transport system. This also means that the proposed system is not so innovative that it would attract passengers in the long term unless the system genuinely benefits them. The best benefit for passengers would be more frequent timetables compared to bus traffic, or even call-based traffic.

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Demand analysis conclusions after the Housing Fair

The estimated daily demand is 250 passengers.

The estimated demand for the morning peak hour is 30 passengers.

The fact is that after the housing fair the demand will drop enormously. Due to the postponed constructions in the area, around 400 people will be living in the area after the Housing Fair ends. The number of inhabitants is low and the demand will not be sufficient to cover the expenses of the service. According to the modelling based on Helsinki Region Transport’s model, the daily demand should be around 230 - 300 passengers/day. The model suggests that the automated system will primarily be chosen for the feeder trip to and from the station.

7.2 Supply Dimensioning This chapter describes the final dimensioning of the transport system supply

during the demonstration phase. Due to the changed construction schedule in the Kivistö area the demonstration route has been modified from the pre-study phase. The route is very simple and operates between the Housing Fair area and Kivistö railway station. Additionally only a draft version of the local transport plan for Kivistö is available at the moment, so the supply cannot be analysed in detail.

In the normal situation, which is after the Housing Fair, the system will be running with two simultaneous vehicles. Since there shall be demand for only few hundred passengers per day the two vehicles are not needed for the capacity but merely to provide the level of service.

It is recognised that the supply will not meet the entire needs of the demand during the Housing Fair in July 2015. However it should be enough as a whole since the relatively short distance to the fair area facilitates walking as well. If all the willing passengers were to be served by CityMobil2, there should be three 10 place vehicles on the service simultaneously – two running and one charging.

After the fair the demand will drop dramatically and there will be lots of spare capacity when the system is based on two vehicles. Practically the maximum capacity of the automated system in Kivistö is around 2000 passengers per day with two simultaneously operating vehicles. This, however, depends greatly on how symmetrical the demand will be in each direction. During the fair the demand may be somewhat symmetrical for the few hours closest to the middle of the fair opening times.

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Table 6 Requested output of the supply dimensioning

Requested output

During the

Housing Fair

After the Housing

Fair

Network%length%(in%two%directions)% 2%%km%% 2%%km%

Number%of%vehicles%circulating%on%%the%proposed%network%

2%vehicles%% 2%vehicles%%

Preferable%vehicle%capacity% 10%places% 10%places%

Number%of%stops%on%network% 2%stops% 2%stops%

Average%waiting%time%at%the%stops%%(waiting(time(for(served(passengers)% %2,2%min% %1%min%

Maximum%waiting%time%at%the%stops%%(max(approved(waiting(time(=(initial(

(average(1.75(min(+(one(headway(3.5(min)%%5,25%min% %3,5%min%

Vehicle%commercial%speed%% 30%km/h% 30%km/h%

Stopping%time%per%stop% 1%min% 1%min%%

ARTS%drive%time%in%one%direction% 2.5%min% 2.5%min%

Total%return%time%of%the%itinerary%including%stops%% 7%min% 7%min%

Maximum%service%rounds%in%hour%(max)% 8,6% 8,6%

Service%time%per%day% 10%hours% 18%h%%%

Maximum%theoretical%system%capacity%per%hour%(Requires(fully(symmetrical(demand)%

343%pax/h% 343%pax/h%

Theoretical%maximum%system%capacity%%per%day%(10%hours%of%service)%

3429%pax/d%

6171%pax/d%

Total%system%kilometres%per%day% 274%km% 250%km%

Served%passenger%kilometres%per%day% 1748%km% 250%km%

%The outcome is that during the Housing Fair the supply provided by the

system is not enough to cover the peak hour demand, but visitors will use other modes of transport to the area. Immediately after the Housing Fair demand will be normalised and the supply will exceed the demand by far, also during the peak hours.

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During and after the demonstration the demand for public transport will grow steadily as the area continues to be developed until it is completely built, in around 2030.

7.3 Urban Integration This chapter discusses the plan for the integration of the CityMobil2 system

into the urban environment of the Kivistö area. Station and stop design

A fundamental guideline for the design was to find a way to build a system where the CityMobil2 demonstration route does not need to cross any pedestrian passage or any other traffic. The route is very simple and there are only two stops in the system. One is located at the Kivistö station and the other by the entrance of the Housing Fair area. The route will use the Kvartsiraitti road. The Kvartsiraitti cycling and pedestrian route will be closed to other traffic and used separated for the CityMobil2 system during the pilot, and it will be opened to the public again after the pilot. (Annex D)

The Kivistö station stop will be built on Kvartsiraitti and made accessible via an underpass that will connect it directly to the Ring Rail Line trains. The station is underground and covered; no extra protection from the climate is needed at the station. Most of the passengers using the automated system will be coming from or going to the train station, or walking to or from the fair area to the fair area car park. Other modes of transport are not that relevant in this case. At Kivistö station there will be plenty of parking for cars and bicycles available, but they will not necessarily be built yet in 2015. There are also not that relevant with regard to the pilot.

With regards to safety, there will be no need for pedestrians to cross the CityMobil2 route. The underpass connection at the station will have ramps and elevators for prams, disabled or elderly users.

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Figure 4 Stop at the Kivistö station

Comfort

It is important that use of the system is comfortable and easy. Even though the waiting time under normal situations is very short, the stops are suggested to be equipped with good facilities. The facilities need to enable sitting while waiting and also protect waiting passengers from the weather. A high quality glass shelter is preferred. A single bench with a few seats will be enough at the both stops. Noise will not present a major issue in the area where the system is piloted. The stops will be equipped with displays showing the estimated time of the next vehicle. Driving time to the next stop is only 2.5 minutes, and this can also be informed on the stop information display.

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Figure 5 Stop at the Housing Fair area

Safety

A fundamental guideline for the design was to find a way to build a system where the CityMobil2 route does not need to cross any pedestrian passage or any other traffic. The maximum speed of the vehicle should be no more than 30 km/h just in case. The level of traffic safety will be extremely high.

Passengers who use public transport are used to the presence of a driver, who also acts as a guard and an authority. There will be no driver inside the CityMobil vehicle, and the passengers are left by themselves. Situations where passengers feel threatened on public transport are extremely rare, but must nevertheless be taken into consideration.

The overall atmosphere in the cabin will be designed in such a way that an appropriate atmosphere is achieved already at the station, and the experience is continuous all the way to the destination. For instance, the same pleasant music synchronised all the way from inside the station, vehicle and at the final stop might help. That way the ride could have an atmosphere similar to an elevator in a shopping centre.

Every vehicle will be equipped with a surveillance camera and an emergency phone, with a direct phone line between the vehicle and the control centre. In practice there will normally be other passengers at the station as well, so feeling a lack of security should not be a problem. Passengers have to be able to feel safe in order to use the service. All in all, the Kivistö area is a small area and is expected to be peaceful at the time of the pilot.

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Figure 6 Passengers using the stop at Kivistö station do not need to cross the route to enter the vehicle.

Information

There will be real-time information provided at the stops. Displays will provide the estimated time of the next vehicle’s arrival, general information about the route and the time of arrival at the destination. The displays will also provide basic information about how the vehicle is controlled and basic information concerning safety and use of the system. The information can also be listened to in a choice of several languages. Displays inside the vehicles may also be able to show the remaining journey time and the time of the next train’s departure and direction.

Signs directing passengers to the stops need to be clear. Since the automated system is used only for short trips, there will not be need for directions from a long distance. The closest potential routes, the Housing Fair area and the Kivistö railway station need to be properly equipped with signs.

A popular public transport website, www.hsl.fi, offers route guidance and maps for the capital region’s public transport system. Information about the CityMobil2 system should also be distributed using channels such as these. HSL also uses a freely distributed magazine called METRO to make announcements and publish recent interesting news about public transport; this might also provide a good medium for relating CityMobil2 news to the public.

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Figure 7 An underpass connects the railway platform and the CityMobil2 stop.

Compatibility It is essential to ensure compatibility between the relevant transport modes. In

this case compatibility needs to be considered with the trains running under contract with HSL. The HSL area uses the same ticketing system regardless of the city borders or transport mode. Transferring between modes is free for trips under 60 – 100 minutes, depending on fare type.

Some parts and modes of the HSL system use open ticketing. This includes trains, trams and ferries. The metro system has fare gates that allow passage with a valid card product. The open systems are supervised by regular ticket inspections. Bus passengers are ticketed and controlled by the bus driver.

It is suggested that the CityMobil2 system has no fare gates but will be equipped with reader machines such as those on buses. The system will be controlled similarly to the other open systems by the ticket inspectors of HSL.

The compatibility of information will require the involvement of HSL’s information experts. Compatibility with HSL information system interfaces needs further planning. It should also be noted that the HSL ticket and payment system is undergoing a complete overhaul over the coming few years; this will require a lot of resources from HSL, therefore the plans for ticketing during the CityMobil2 demonstration are being kept as simple as possible.

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Figure 8 Layout of the Kivistö station and CityMobil2 demonstration stop

7.3.1 Accompanying Measures

In the new Kivistö housing area, the demonstration route will be the most attractive mode of transport for the trip between the area and the station. Construction of the station itself will be completed by July 2015, but the station area will probably still be under construction. The accompanying measures should be considered also later on, but since practically all the users will walk to the station, it is the major mode to be considered.

To ensure success, the system needs to be made known to its potential users. This can be achieved with the help of the Housing Fair publicity and by distributing an adequate amount of pre-information using HSL, Vantaa and Housing Fair web pages. Also the possibility to use the HSL news section in the METRO magazine will be negotiated. The CityMobil2 project should also consider launching social media pages for the pilot projects to enable real time conversations and feedback as well.

The accompanying measures related to information and communication are presented in the next chapter.

7.4 Citizen Awareness Campaign Plan The objective of the citizen awareness campaign plan step is to prepare a

communication campaign directed to the population groups targeted by the automated road transport system demonstration – in order to encourage users to use the new transport mode – and to plan the evaluation of this campaign once

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the demonstration is implemented. The stated preference survey carried out in Vantaa showed that currently the preference for an automated system is relatively low, and a carefully planned and conducted marketing and communication strategy would be very effective.

The design of the citizen’s awareness campaign plan in Vantaa is presented in Annex E. The Vantaa aims to introduce automated buses as a new means of public transport through a demonstration implemented in the Kivistö neighbourhood in the City of Vantaa. The aim of the awareness campaign is to highlight the aims and objectives of the demonstration itself. Through the campaign it is possible to introduce the automated bus service as a modern and comfortable means of transportation to a wider audience, in a more profoundly manner than would otherwise happen. The campaign has been planned with MaxTag campaign guide.

The evaluation plan of the awareness campaign is in Annex F. The MaxSumo tool has been used for the monitoring and evaluation plan.

The plan includes the overall goal of the campaign, target groups, services provided and mobility option offered. In the evaluation plan changes in attitudes will also be compared with the stated preference survey conducted in the pre-study phase. The inhabitants in the new housing fair area comprise a very interesting reference group. People moving to the area are open to new ideas and are more willing to change their habits. The main thing is to disseminate the information to everyone – the fair attracts visitors from all over Finland

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8. Ex-Ante Evaluation An ex-ante evaluation is a widely used tool for management and formal

requirement defining used in projects funded by the European Commission. An ex-ante evaluation is a process that supports the preparation of proposals for new or renewed community actions. Its purpose is to gather information and carry out analyses that help to define objectives, to ensure that these objectives can be met, that the instruments used are cost-effective and that reliable later evaluation will be possible.

In the WP6 Vantaa city study the ex-ante evaluation was started in the intra-city selection phase. The problem and need defined was to see if automated vehicles could provide sustainable and effective feeder traffic to Ring Rail Line stations and support internal traffic in the Kivistö or Aviapolis areas. When the Kivistö area was selected as a demonstration area, the objectives were set to provide better service to a new housing area from the very beginning – both for Housing Fair visitors and for the inhabitants moving into the area. Additionally the objective was to test a totally new service and concept in Kivistö in order to use the results in future public transport planning.

The evaluation category, specific impacts and indicators to measure the new system were defined in the guidelines and methodology of the CityMobil2 project. The data used in ex-ante evaluation is collected from different sources, including Helsinki Regional Transport’s (HSL) customer survey conducted in spring 2013, Vantaa cybercars showcase report from 2009, stated preference survey conducted as a part of the CityMobil2 project in Vantaa, the EMME/4 transport model of HSL, other data related to the number and behaviour of public transport passenger users, mobility management and financial reports. The selected indicators will be used during the demonstration to verify the success of the system.

The measurable indicators, the cross-comparison with the correspondent reference case and threshold for success will be used to verify whether the system would provide improvements to the transport situation in the Kivistö area. The results will also be used to judge the deployment potential and the scalability of the system to other areas within the Helsinki metropolitan area or even the whole of Finland.

The measurable indicators, the reference cases and threshold for success are presented in table 7. The indicators marked with ** are core indicators and mandatory in CityMobil2 project. Indicators highlighted in yellow are added by WP6 Vantaa.

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Table 7 Requested output of the ex-ante evaluation

Evaluation category

Impacts

Indicators Description of indicator

Threshold for success

Reference case Measured value/indicator

Measurement method ex-ante

Ex-post

Awareness of automated transport system

People willing to use automated transport system

>88 %

88%

n/a

Stated preference survey conducted in May 2013 (Choices in the four scenarios)

Stated preference survey

Reliability - In all climate conditions

Motivation of preference using automated transport system

>5 %

5 %

n/a

Stated preference survey conducted in May 2013

Stated preference survey

User satisfaction with the on-demand service

Percentage of users satisfied with the on-demand service

>90 %

n/a

n/a not applicable

only ex-post

Stated preference survey

User acceptance

** Integration with other systems

Rate from HSL customer satisfaction survey

>3,71 (between 1/worst – 5/best)

3,71 (between 1/worst – 5/best)

n/a

Survey conducted in spring 2013, Vantaa internal line 44

Rate from HSL customer satisfaction survey spring 2016

** User willingness

The ticket price people would be willing to pay for one trip

no extra fee planned for the system

1-2 €

n/a Stated preference

survey from 2009 showcase Tikkurila

Stated preference survey

Acceptance

Willingness to pay

Authorities’ willingness (or other operators in the area?)

Would the shops, hotels etc. also be

Not applicable in Kivistö demonstration

Not applicable in Kivistö

Direct interview with the authorities –

Not applicable in Kivistö demonstration

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Evaluation category

Impacts

Indicators Description of indicator

Threshold for success

Reference case Measured value/indicator

Measurement method ex-ante

Ex-post

ready to pay for a better service for their customers?

demonstration n/a experts’ opinion

Availability rate 1-5 4 n/a

n/a not applicable

only ex-post Stated preference survey Information

Comprehensibility rate 1-5 4 n/a

n/a not applicable

only ex-post Stated preference survey

Cleanliness Perceived cleanliness (also in winter) rate 1-5 4

n/a

n/a not applicable

only ex-post Stated preference survey

Comfort ** Perceived comfort In all conditions winter - slippery

Rate from HSL customer satisfaction survey

>3,6 between 1/worst-5/best

3,6 between 1/worst-5/best

n/a Survey conducted

in spring 2013, Vantaa internal line 44

Rate from HSL customer satisfaction survey spring 2016

Perception of safety and security

Perception of safety In all conditions (incl. winter – slippery)

rate 1-5 4 n/a

n/a Stated preference

survey Stated preference survey

Modal change ** System modal share

Percentage of trips made by the new system

>20 %

n/a

20 % Demand

modelling tools – EMME

HSL and Vantaa mobility surveys

** Total passenger⋅km travelled

Average total passenger⋅km travelled per day

n/a

n/a

250 pkm/day Modelling tools – EMME

automated passenger counting

Quality of service

System use in all winter conditions

** Total N° of trips Average total

250 trips/day Modelling tools – automated

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Evaluation category

Impacts

Indicators Description of indicator

Threshold for success

Reference case Measured value/indicator

Measurement method ex-ante

Ex-post

number of passenger trips per day

>250 trips/day n/a EMME passenger counting

** Vehicle occupancy Mean number of people per vehicle (

Full capacity during first month Average of 1,5 passengers /vehicle next months

n/a Full capacity

during first month Average of 1,5 passengers /vehicle next months

Modelling tools – EMME

automated passenger counting

** Average Waiting time

Mean waiting time at the stops for vehicle to arrive

<1 min

n/a 1 min Modelling tools –

EMME

data provided by the on demand system

** Effective system capacity

Maximum possible number of passengers

n/a

n/a 6171

passengers/day Modelling tools – EMME final reporting

Spatial Accessibility

** Change in range of key activities accessible within time thresholds

people accessing a key activity in a given time threshold

n/a

n/a 25 %

Modelling tools – EMME

Actual route planning

Social Impacts

Service Accessibility

Access times for mobility impaired users

Time taken for a mobility impaired user

120 sec

n/a experts opinion Test during the demonstration

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Evaluation category

Impacts

Indicators Description of indicator

Threshold for success

Reference case Measured value/indicator

Measurement method ex-ante

Ex-post

from the vehicle arriving to the passenger boarding

n/a

Safety Accident levels Number of accidents per year

0 /year n/a

n/a not applicable

only ex-post Final report

Safety Incidents

Mechanical failures which could affect the systems and cause accidents

0/year

n/a

n/a

not applicable only ex-post Final report

** Daily consumption

Average daily vehicle consumption of energy

n/a

n/a

49 kWh Modelling tools - EMME

final report - compared with conventional mode

Environment

Energy

** Energy efficiency Energy used per passenger⋅km

n/a

n/a 0,20 kWh/pkm

Calculated from daily consumption and total passenger km travelled

final report - compared with conventional mode

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Evaluation category

Impacts

Indicators Description of indicator

Threshold for success

Reference case Measured value/indicator

Measurement method ex-ante

Ex-post

Loss of green space from construction

n/a

n/a

0,5 km2

Derived from the final plans for the system construction

Actualised system construction

Land take

** Change in road space availability to other users

Change in green space resulting directly from the construction of the system

n/a

n/a 0,006 km2

Derived from the final plans for the system construction

Actualised system construction

Total land use change Change in green space within the city

n/a

n/a 0 km2

Derived from the final plans for the system construction

Actualised system construction

**Track construction and civil works

Investment for track and civil works

>100 000 €

n/a 100 000 € From design and experts’ opinions

Actualised system construction Start-up

costs **Vehicle acquisition/construction

Investment for the vehicles

n/a

n/a 690 000 €

Provided directly by WP15

Actualised investment

**Control systems and apparatus

Investment for the control systems

>60 000 €

n/a 60 000 € Provided directly by WP15

Actualised investment

**Personnel Yearly cost of personnel

<280 000 € / year

n/a 280 000 € / year

From design and experts’ opinions

Actualised costs

**Vehicle maintenance Vehicle yearly costs

>21 000 € /year n/a

21 000 € /year Provided directly by WP15

Actualised costs

Financial impacts

Operating costs

**Track and civil

Track yearly costs

>10 000 €/year n/a

10 000 €/year From design and experts’ opinions

Actualised costs

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Evaluation category

Impacts

Indicators Description of indicator

Threshold for success

Reference case Measured value/indicator

Measurement method ex-ante

Ex-post

infrastructures maintenance

**Control system maintenance

Control system yearly costs

>1 800 €/year n/a

1 800 €/year Provided directly by WP15

Actualised costs

Revenues **Operating revenues Total yearly system revenues

the system will be free of charge during the demo

n/a 140 000 €/year From design and experts’ opinions

Actualised revenues

Temporary job provided by installation and demonstration

** Jobs provided at the demonstration site

People working in the demonstration

>3,8 Person years

n/a

3,8 Person years From the demonstration proposal

Actualised person years

** Financial Net Present Value (10 years)

Final result of Financial Cost-Benefit Analysis

n/a

n/a

120 000 € Calculated from financial for 10 years period

Final report: Calculated from financial impacts

** Socio-economic Net Present Value

Final result of Socio-economic Cost-Benefit Analysis

n/a

n/a

-630 000 € Calculated from financial impacts for 10 years period

Final report: Calculated from financial impacts

Economic impacts

Efficiency

** Internal Rate of Return

Alternative approach to the Net Present Value

n/a

n/a

5.4 %

Calculated from financial impacts for 10 years period

Final report: Calculated from financial impacts

**Benefit/Cost Ratio Alternative n/a 0.25 Calculated from Final report:

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Evaluation category

Impacts

Indicators Description of indicator

Threshold for success

Reference case Measured value/indicator

Measurement method ex-ante

Ex-post

approach to the Net Present Value

n/a (with vehicles). financial impacts for 10 years period

Calculated from financial impacts

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Evaluation categories

The evaluation categories follow the “City study design, evaluation and selection methodology” of the CityMobil2 project.

In the evaluation category “acceptance”, the user satisfaction with the integration with other systems and in the category “quality of service” is compared to the yearly rates in Helsinki Regional Transport’s (HSL) customer survey. The threshold for success is the rate given to the Vantaa internal bus line 44. The user willingness to pay is compared to the result from the survey conducted in May 2009 during the CityMobil cybercar showcase.

The threshold to evaluate the success in changing the modal share is 20 % of all trips made by the residents of the Housing Fair area after the fair. Currently in the capital region, a modal share of motorised trips is 65 %. Public transport’s share of motorised trips is 43 %. It is estimated that a total of 70 % of the residents will choose the automated transport system and the Ring Rail Line train on their public transport journey. The remaining 30 % will walk or cycle to the station or use a bus service to another direction.

The system’s impact on the change in range of key activities accessible within certain time thresholds will be compared to the situation without the automated transport system. It is estimated that the accessible range will increase by 6 minutes due to faster access to the Kivistö station. On an average trip that takes half an hour, the accessible range of activities will theoretically increase by 25 %.

In the environmental evaluation category the daily energy consumption and energy efficiency will be compared with the traditional transport modes used in the same area. According to the specifications of Robosoft, the CityMobil2 partner providing the vehicle for the demonstration, the vehicle can travel approximately >90 km without charging (the batteries can hold 8.64 kW/h energy). The energy efficiency of the charging/discharging of a lead acid battery is around 70 %. It has to be noted that this can be significantly worse in the winter time when the batteries are cold. In addition to the energy efficiency of charging, the fact that some driving will take place with empty vehicles must also be taken into account. This is estimated to be approximately 30 % of total kilometres. This will lead to a total consumption of 49 kWh energy per day, the energy efficiency being 0.20 kWh / passenger km.

The impact in road space availability to other users will be minimal. The demonstration will only take up the new road Kvartsiraitti, which is a cycling route meant to be opened in 2015. Because of the demonstration it would be opened half a year later. The area planned for the demonstration is 6 000 m2, but at that time there would be no other use for the area.

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Financial impacts

During the demonstration phase the system will use the pedestrian and cycle route. There is no additional infrastructure needed; only the depot, which will have a gravel surface, will be built and not needed afterwards. When calculating the financial impacts, the following costs have been included:

• Stops and shelters

• Gates or booms at the stops

• Restricting the area entirely from general traffic (fences)

• Cul-de-sacs (reservation for minor special arrangements in turning areas)

• Depot (gravel)

• Passenger guidance design and implementation

All together the cost will be around 100 000 euros.

The vehicles used in the demonstration phase will be financed by the CityMobil2/WP15 project. The estimated cost is about 230 000 € / vehicle. The demonstration in Vantaa requires two simultaneously serving vehicles, in addition one vehicle is charging at the depot. The total cost is 690 000 euros for vehicles all together.

The control station, according to the WP15, costs around 30 000 €. It is considered that the control systems costing 52 000 €/km are not needed since the vehicle will use DGPS and doesn’t need any guidance infrastructure. The Wi-Fi costs are included here, however; the Wi-Fi system is estimated to cost around 30 000 euros for top-of-the-line Wi-Fi with enough capacity to stream real time video from the vehicles. Control systems will cost 60 000 euros.

The vehicles will be operated without any drivers. The personnel needed for the demo is only one person at the control centre. The normal working day needs employees in three shifts and in two shifts on weekends. The yearly costs of the personnel are 280 000 euros.

With 10 place vehicles the yearly maintenance costs are approximately 1 200 € / vehicle and 0.15 €/km and 0.1 €/kWh. The estimated total maintenance cost per year is 21 000 euros. There is nothing especially expensive in terms of maintenance of the infrastructure, and its estimated costs are 10 000 euros per year. Control system maintenance will cost around 1 800 euros per year (6 % of the yearly costs).

It is estimated that there will be 70 000 users for the system during the 6 month demonstration. The average income per passenger in the HSL public transport system is very close to 1 €. Accordingly the operating revenues are 140 000 € per year. In the beginning the revenues will be bigger because of the

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Housing fair. On the other hand the population of the area will grow very rapidly, and if the operation of the system was to be continued, the amount of users would grow as well.

Efficiency

Financial Net Present Value: The demonstration’s NPV is calculated for 10 years after which the system will become obsolete. The scrap value is assumed to cover the expenses of the removal expenditures so it is not calculated here. The demonstration area that the CM2 system serves will continue steady growth. In 2015 there will be 400 inhabitants and will keep on growing for another 200 new inhabitants per year. The discount rate of 4 % is decided.

This calculation does not consider other than financial factors. The non financial factors are taken account in the Socio-economic NPV.

The total investments of the demonstration (without expanding) are

! 850 000 Euros

The yearly costs will stay at the same level of

! 312 800 Euros

These costs include acquiring and maintaining the three vehicles, infrastructure, guidance, control centre, salaries, restricting the area, insurances, depot, vehicle electricity and maintenance. The number of the vehicles remains the same during the whole period included in the calculation.

The yearly revenues will grow with the population

! In 2015 the revenues are 140 000 Euros from ticket sales ! In 2025 the yearly revenues would be 770 000 Euros.

The NPV (with vehicles included in the investment) = 120 000 €

Socio-economic Net Present Value: The possible impacts, other than financial, are

o time savings o environmental effects and o accidents reduction o noise o congestion.

The ticket income will not affect the socio-economic value since the others

cost will be others revenue. The investments and the yearly costs are same as in the financial NPV calculation. The area’s population growth is considered the same way. The number of the vehicles is the same during the whole period.

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This calculation is based on the assumption that the automated transport system will increase the modal share of public transportation by 10 % at the site. This affects a population of 400 making 380 public transport trips per day under the normal circumstances. 250 of these are made with CityMobil system. It is assumed that 5 % of the users are shifted from walking and 5 % from car users. Car user’s time saving is assumed to be 0.

Time savings: the system saves time from 250 users per day. Compared to walking (or taking the bus) to Kivistö station from the Fair area, the ride will save time approximately 6 minutes. The value of time for public transport users in Finland is approximated to be around 9 €/hour. The total value of time savings is ~40 000 Euros (in 2015). In 2025 these savings are 450 000 Euros.

Accidents, noise, pollution and congestion: The impact of private car use was studied before the traffic and road use pricing was discussed further on some years ago in Helsinki. In this study they came up with a model that formed and optimal theoretical price for each driven kilometre in various surroundings. A socio-economic cost of 0.19 €/km was the price for suburban areas in the capital region. This is considered to cover all the negative effects of private car use.

The reduction of car driven kilometres is estimated to be around 1 km per inhabitant per day Average daily driving or sitting in a car makes around 20 km all together from which a reduction of 5 % is 1 km. A reduction of 1 km for 400 inhabitants makes a total of 400 km per day.

The total socio-economic savings of accidents, noise, pollution and congestion is 28 000 Euros in 2015. The savings in 2025 are 153 000 Euros. The incomes of the socio-economic calculation do not include the ticket incomes. In the local tax and public transport funding system the ticket incomes cannot be considered as socio-economic benefit.

Table 8 Socio-economic calculation for 10 years (incomes do not include tickets)

Year% Residents%living%at%the%are% Incomes%(€)% Costs%(€)% Incomes8costs%(€)% S8E%NPV%(€)%

0.%% % 0,0% 8850000% 8850000% 8850000%

1.% 400% 109865,0% 8312800% 8202935% 8195130%

2% 600% 164797,5% 8312800% 8148002,5% 8136837%

3% 800% 219730,0% 8312800% 893070% 882739%

4% 1000% 274662,5% 8312800% 838137,5% 832600%

5% 1200% 329595,0% 8312800% 16795% 13804%

6% 1400% 384527,5% 8312800% 71727,5% 56687%

% % % % % !634799''

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The socio-economic NPV (with vehicles included in the investment) for 10 years period = -630 000 €.

Internal Rate of Return: Economically (not socio-economically) the internal rate of return, with which the NPV for 10 years investment is zero, is 5.4 %.

Benefit/Cost Ratio: Socio-economic benefits for the 10 year investment of 0.85 M€ is 0.22 M€. Benefit to cost ratio is 0.25 (with vehicles).

(If the demonstration continued for 2 more years, the B/C ratio would be close to 1. This is due to the fact that the area is growing fast and the first “profitable” years will be around 2020 with a population of >1000)

Conclusions of ex-ante evaluation

At this point it can be concluded that the new system will improve urban mobility in the Kivistö area. The innovative system will clearly attract new users to public transport. This will have an impact on the modal share within Vantaa and Helsinki metropolitan area. Also the inhabitants of the new housing area will start to use public transport as soon as they move into the area. This may have an impact on the number of vehicles in the area.

The estimation is that the change in modal share will be 20 %. This will increase the use of the Ring Rail Line. The service level of the feeder traffic to the station will be dramatically improved as the average waiting time will be about 1 minute. The average waiting time without the automated system would be about 15 minutes. Additionally, the demonstration phase complemented with the citizen awareness campaign will introduce the new public transport system to the inhabitants and visitors of the Housing Fair. The benefits of the system will be more apparent the longer the system is operating in the area. After the demonstration phase construction work in the Kivistö area will start at full scale and the number of the inhabitants living in the area will increase. Then the system would cost-effectively support the mobility within the area.

The environmental impacts of the system would also be more clearly measurable after a longer period of operation. During the demonstration phase one passenger kilometre will use 0.2 kWh, and the CO2 emission is 41 g/km. (calculated using the average emission of electricity in Finland, 207 g CO2 / kWh). The average emissions of Helsinki region bus transport is 73 g/km. In low density areas such as Kivistö the value is even higher; as soon as more inhabitants move to the area, the emission per passenger kilometre becomes lower. During the demonstration phase the vehicle occupancy will be too low to show the positive impact. Experts estimate that when operating at full scale, CO2 emissions would reduce 82 kg annually.

The same can be seen in cost/benefit ration and other financial calculations. The demand during the demonstration phase is too low considering the start-up

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costs, which are quite high. Over a longer period of time, and especially once the legislation framework allows driving in normal streets without segregation, the personnel costs and fuel cost will be considerably lower than in a conventional public transport system.

Experts see that the real benefits of the project and demonstration are the experiences and the concrete examples of autonomous vehicles which launch large discussion on the subject.

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9. Sources

1.1 Reference List

The SYÖKSY Research Project – Electrically Powered Vehicles in Ring Rail Line Feeder Traffic and Short-Distance Travel. Metropolia University of Applied Sciences. (2011) [online] Metropolia AMK, Vantaa. Available from: http://www.greennetfinland.fi/fi/images/4/4c/S%C3%A4hk%C3%B6iset_ajoneuvot_keh%C3%A4radan_sy%C3%B6tt%C3%B6-_ja_asiointiliikenteess%C3%A4%2C_SY%C3%96KSY-tutkimushankkeen_loppuraportti.pdf [Accessed 31 January 2013]

Helsinki Region Transport System Plan HLJ Review (2011), Abstract. [online] Helsinki Region Transport, Helsinki Available from: http://www.hsl.fi/FI/HLJ/Documents/HLJ%202011_tiivistelm%C3%A4_englanti_netti.pdf [Accessed 31 January 2013]

Vantaa’s Balanced Strategy. Financial plan 2012-2015. City Council, (2011) Special edition. City Of Vantaa. [online] Financial Planning, Strategy. Available from: http://www.vantaa.fi/instancedata/prime_product_julkaisu/vantaa/embeds/vantaawwwstructure/65622_Erillisstrategia_EN_netti_1_.pdf [Accessed 31 January 2013]

Happonen, J. Ritola, J. Virta, N. (2005) APGM Aviapolis Feasibility Study. Final report. Hyvinkää. Techvilla.

European Commission. (2001) Ex-ante evaluation – A practical guide for preparing proposals for expenditure programmes.

1.2 Databases http://www.vantaa.fi http://www.asuntomessut.fi/en/english-home http://portal.liikennevirasto.fi/sivu/www/e/projects/under_construction/ring_rail_line

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Annex A: Helsinki Region Public Transport Planning Guidelines High quality and service level

• Planning starts from the needs and expectations of the users

• Moderate total travelling time regardless of the time of the day

• The nearest stop or station is reached by foot in a reasonable amount of time

Approachability

• Park and ride facilities are provided both for cyclists and car drivers next to stops and stations

• The services are available for all functions - work, school, shopping, errands or other leisure time activity from early morning until late at night, all week and year round.

Connections

• Sufficiently fast and easy connections from all areas to local transport hubs. Interchanging is made as smooth, safe and easy as possible.

• Sufficient crosstown connections are provided so that residents can move from one area to another

• Crosstown connections have priority in investments to improve the attractiveness of public transport

Accessibility

• All the services have to be easily accessible for everyone in every season. This includes e.g. availability of information, low-floor vehicles, lifts, step-free access to stops, maintenance of stop areas including snow removal and sanding in the winter.

• Urban transport should be for all residents – in spite of possible impairments to their personal mobility

• Passengers should be able to enjoy a reasonable amount of roominess when traveling at any time of day

Sustainable development • Rail services and cycling are promoted and vehicles with low emissions are

preferred when tendering services

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Annex B: The General Objectives of the Project and the Potential Demonstration Sites

General Aviapolis Kivistö

To introduce the use of automated vehicles as part of public transport – in all climate conditions

To provide better public transport with effective feeder traffic from Aviapolis station

To provide better transport service for the new housing area from the outset.

To provide sustainable feeder traffic to Ring Rail Line stations

To connect different parts of the Aviapolis area and improve internal public transport

To test a new service and concept in the new Kivistö suburban centre

To support the objectives of the Helsinki Region Transport System Plan and other strategies

To update the image of the Aviapolis area and the local operators

To market the Housing Fair and provide service for its visitors

To create a transport concept that could be used in other areas

To test if the hotels, shops etc. would be ready to cover part of the costs of improved services

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Annex C: Demonstration Proposal Route in Kivistö

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Annex D: Design of the Citizen’s Awareness Campaign Plan Step 1: Campaign Aim and Objectives

The aim of the CityMobil2 project (later ‘CM2 project’) Vantaa work package is to introduce an automated bus service as a new means of public transport through a demonstration implemented in the Kivistö neighbourhood of the City of Vantaa. The automated bus will serve as a feeder line from Kivistö train station to a nearby new housing area over a period of six months. The demonstration aims to increase awareness of the benefits of automated buses, and to cause transport planners and decision makers to take this alternative seriously into account in the transport planning in Finland.

The aim of the awareness campaign is to promote the aim and objectives of the demonstration itself. Through the campaign it is possible to introduce the automated bus service as a modern and comfortable means of transportation to a wider audience and in a more profound way than would otherwise happen. More specifically, the campaign aims to:

• promote the automated bus demonstration (B1)

• encourage the inhabitants of new residential housing area (the Vantaa Housing Fair 2015 area) to regularly take the automated bus to Kivistö train station during the demonstration period (six months) (F)

• encourage the Helsinki region inhabitants to try out the automated bus during the demonstration (six months) (F)

• ensure the visibility of the automated bus system’s existence to the visitors of the Vantaa Housing Fair 2015 and to encourage them to try it out as a means of travel between the Kivistö station or the car parking area and the fair area itself during the Vantaa Housing Fair 2015 (July 2015) (B, F)

• encourage transport professionals and decision makers to try out the automated bus during the demonstration (C)

• maximise the visibility of the demonstration and its results in the media and public debate during the demonstration (H, I)

• raise acceptance/interest towards and reduce prejudice against automatic vehicles among all mentioned target groups (E, G, H, I)

1 The letters in parentheses refer to Max Sumo Template 2 assessment levels.

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• improve the image of Vantaa as a modern and innovative city – a forerunner in intelligent mobility.

The overall goal is to create a more sustainable environment and less road

congestion (I). The CM2 project aims to develop public transport to become more efficient, more economic and more attractive compared to car use. Although the demonstration is temporary, it aims to increase the implementation of automated bus services in the future and thus lead to long-term effects and changes in people’s attitudes and behaviour.

Step 2: Formative Research The project focuses on following target groups:

Direct target groups:

• Inhabitants of the new Kivistö housing area

• Inhabitants and users of public transport in the Vantaa and Helsinki region

• Visitors to the Vantaa Housing Fair 2015 The aim is to raise as many target group members as possible from the pre-

contemplative stage (MaxSem level 1) to the contemplative stage (MaxSem level 2), and encourage them to try the CM2 (action stage, MaxSem level 3). The maintenance stage is not possible with the automated bus system as the demonstration is temporary. The maintenance can however take place as increased use of public transport in general. The change will be studied using a survey conducted before and after the campaign and the demonstration.

In addition to the MaxSem indicator, general willingness to use the automated buses compared to traditional public transport is also measured in the survey. Here it is important to separate the regular public transport users and those who mainly use private cars. The stated preference study carried out in the CM2 project before showed that the car users are more willing to accept the automated bus than the regular public transport users.

The inhabitants of the new housing area are an especially valuable test group regarding the everyday use of the automated bus service. Since they live in the area and can use the automated bus regularly, this group is studied in more depth than others, both before and after. In addition to surveys, some of these people will also be interviewed. Since these people are moving to a housing fair area they are more likely to be interested in innovation and ecological living and might therefore be more open to new transport solutions and to act as a test group compared the general public. This group is also easy to contact well in advance through the housing fair area co-ordination.

Inhabitants and users of public transport in the Helsinki region are encouraged to try out the automated bus. Their experience will affect the general opinion and acceptance among the population, even though they won’t use the service regularly.

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Through the Vantaa Housing Fair 2015 it is possible to raise the general awareness much more effectively than would otherwise be possible. This channel will be deployed effectively. Visitors to the fair come from all over Finland and will spread the message. The fair is also a popular subject for the media. Many people also visit the area after the fair itself is over.

Indirect target groups:

• Vantaa City administration, Helsinki Region Transport HSL, the Finnish state, other gatekeepers of finance and legislation

• Transport professionals and decision makers

• Media and the general public (public opinion)

• Companies, workplaces Indirect target groups are gatekeepers and operators that can create a

positive atmosphere for automated bus demonstration and spread the idea of automated transport.

These groups are encouraged to try out the automated bus as well as to discuss its benefits and effects on different forums.

The attitudes of the indirect target groups are measured through surveys conducted to members or suitable associations and forums.

The media is encouraged to write about the automated bus demonstrations. This task should not be too difficult, since Finns and the Finnish media are very keen on new technology.

Step 3: Campaigning the Campaign Indirect target groups are listed in previous chapter. The most important

parties to be convinced of the benefits of automated bus traffic and the demonstration before starting the campaign are the City of Vantaa, the government and Helsinki Region Transport HSL.

Vantaa has already invested money in the demonstration via the Vantaa Innovation Institute, so it is in the interests of the city to have the demonstration and the campaign executed. The impact of the demonstration on the image of the city and HSL may be a particularly significant argument. Through hosting the CM2 demonstration Vantaa and HSL can gain a positive image, both in Finland and internationally, as forerunners in intelligent mobility. Vantaa could receive a fresh boost in image as a modern, innovative, smart and efficient environment for living and business.

Automated buses would also mean better and more cost-efficient public transport service to areas with a moderate population density. This is an important issue especially in Finland and around the Helsinki region as the population density is lower than in other European metropolitan areas. If the key argument for automated buses is the cost-efficiency, it should be tested also in areas where the population density is not so high. It is in such environments that

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cost-efficiency of automated transport could significantly improve the public transport service.

For automated bus technology to spread, it is important to test the buses also in winter conditions with snow, ice and sub-zero temperatures. The Vantaa demonstration also gives a good opportunity for this.

Another important message to present to administration and transport planners is the chance to export and spread knowledge and expertise on automated bus services to other countries, if it proves to be a success in Finland.

Examples of successful automated bus services (e.g. in the Netherlands) can be used to convince these authorities before the campaign. The Dutch case should be presented as an attractive success story. During the campaign the decision makers will be invited to test automated buses and tell about their experiences (blogs, columns). This might be a personal trigger for some decision makers.

Key messages to decision makers regarding the demonstration and campaign could be something along the following lines:

“You need to know how it feels and performs in reality before you can judge it!”

“If we don’t try this out, we are not able to estimate the effects and potential of automated buses in Finland.”

“If the try this out now, we are better able to estimate the effects and potential of automated buses as an element of the transport system in Finland.”

“If we use this opportunity in Finland now, we can get a head start in intelligent public transport development compared to other countries and cities.”

Step 4: Designing the Social Marketing Mix

The name, slogan and key messages of the campaign to target groups will be planned carefully with marketing professionals. The following are some initial ideas that could be used.

Slogan:

The Future of Mobility is Here!

The Future of Mobility is in Vantaa!

Try out the future of mobility in Vantaa!

Messages (Product and Price)

Messages to direct target groups (potential users of CM2):

Lifestyle: Modern living, modern mobility, future mobility,

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Service: good service to residential areas, ideal as a feeder line

Ecology and economy: saving nature, saving money

Accessibility: Also suitable for the elderly, handicapped, and children

Safety: This is not the first message distributed, but it is necessary to take security worries seriously. Social security improves if video surveillance is incorporated into the buses, especially at night time. Also, drawing comparisons to rail traffic without personnel in each car, such as metro and train traffic, could be seen as a comparison to a bus without a driver’s presence. In questions of traffic safety, automated metro is a valid comparison, as both have their own space to run on which is reserved for this single means of transport. There must be information about technical problem situations, too.

Messages to indirect target groups (gatekeepers of CM2):

Ecology and economy: saving nature, saving money

Service potential: new possibilities to serve semi-densely populated areas cost-efficiently

Image: modern, comfortable, innovative; Vantaa, HSL and Finland

The information channels and actions targeted to different groups are

described below (promotion, place and participation):

Direct target groups:

Information campaign to increase the awareness of automated bus services and to promote the use of CM2 project buses

Information campaigns about the automated bus service to inhabitants, visitors, public transport users:

• Leaflets to every household near the demonstration area (especially the housing fair area).

• Campaign website

• Information in the social media (Facebook etc.) and the websites of Vantaa, HSL and VR (the state railway company)

• Regular blog articles by dedicated test users (celebrities or ordinary people)

• Possibility to give feedback through the website and Facebook ! good comments are raised to the front page

• E-mail newsletters to target groups

• Prize draws for travellers and those giving feedback

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• Posters at the Kivistö station, adverts in trains, metro trains and buses

• Articles and adverts in the Metro paper and other media

• Field trip packages for schoolchildren and NGOs

Automated bus service info combined with the Vantaa Housing Fair publicity campaign:

• CM2 information included in the leaflets, website and other materials of the Vantaa Housing Fair 2015

• CM2 stand and leaflet distribution at the entrance to the Vantaa Housing Fair

• Questions about the bus trial in the Housing Fair feedback questionnaire

• Information leaflets and posters at Kivistö station for those who visit the Housing Fair area after the fair

Indirect target groups:

Information campaign about automated bus services for gatekeepers and media to create publicity and positive attitudes towards automated buses.

• Press releases and conferences (3-4 pcs.)

• Possibility for reporters, decision makers etc. to try an automated bus ride

• Newsletters and social media info

• Articles to transport magazines, presentations in seminars and conferences

• Field trip package for professionals and decision makers to try out and learn about automated buses

• Field trip package particularly for legislators

• Spreading information via the Finnish mobility management network and other network connections

• Asking public personalities to try the automated bus service and tell about their experiences

Step 5: Shaping the Plan: SWOT analysis

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The following SWOT analysis concerns both the campaign and the demonstration itself.

Strengths

• In Finland attitudes towards technology and innovations are positive and enthusiastic. Also, the level of public transport use is relatively high in Vantaa and the Helsinki metropolitan area compared with many other similar areas elsewhere in Europe.

• A unique possibility within the EU to try CM2 vehicles in northern winter conditions • Manageable demonstration area, limited number of inhabitants who are easy to

contact (residential area inhabitants), ideal for campaigning and follow up research • The possibility to promote the campaign together with the Vantaa Housing Fair and

thus gain significant visibility • Complements other projects in the region, such as the automation of the metro in

Helsinki • Fits in with the strategies of Vantaa city: “International Vantaa: attracting innovative

international projects” and “Ecological sustainability: well-functioning public transport”

Weaknesses – and how to deal with them

• The demonstration period may be too short to convince passengers and secure public opinion. Surveys before and after the demonstration will nevertheless show people’s reactions to the demonstration. A six month period will cover both holidays and normal weekday commuter and school traffic.

• The length of the demonstration route may be too short to give enough information of popularity of the service. The main aim however is to test the acceptability, and for that the length of the route is not a crucial element.

• The execution of the campaign to the planned extent depends on the resources available: funding will be sought from the public and private sectors – e.g. companies may be interested in participating in the campaign to gain publicity value. The campaign will have different feasibility plans for different fund levels.

• The co-operation with stakeholder(s) may fail. This can be avoided by careful preparation and early contacts to stakeholders.

Opportunities

• Helping the new inhabitants moving to the housing fair area to get used to using public transport

• Improving the acceptance of automated transport as well as stimulating technical development

• Creating ground for changes in legislation (e.g. traffic safety laws) to ease automated transport projects in Finland.

Threats – and how to deal with them

• Financial support for the Vantaa demonstration is yet to be confirmed.

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• Media and planners may ignore the demonstration or have reserved attitudes. This can be avoided with carefully planned publicity material and good evaluation data.

• The technological suitability of the CM2 buses in northern winter conditions; problems are possible, but CM2 is not the only means of transport in the area. There will be standard buses operating, too, so the passengers won’t have problems. Possible problems due to winter conditions can also be seen as possibilities to develop the technology.

• Problems during the demonstration may harm the image of automated vehicles or public transport in general. If problems occur, their causes and solutions will be carefully studied and explained to the public.

• External conditions such as accidents elsewhere may create fears towards automated vehicles. For this reason safety arrangements will be published at an early stage in the campaign.

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Template 1: Overall goals, target groups, services provided and mobility option offered I Project

CityMobil2 Vantaa Citizen awareness campaign ”The future is here”

II Overall goals

The aim of the project is to introduce a new means of public transport (automated bus) to inhabitants of Kivistö’s new housing area and the visitors of the Housing Fair 2015. The aim is to enhance the objectives of the demonstration itself, as well as to reduce prejudice against automatic vehicles and give them an attractive image as a modern and comfortable means of transportation. Additional aims are raising the interest of companies and decision makers to automated transport as well as improving the image of the City of Vantaa and public transport in general. This will lead to a more sustainable traffic system.

III Target groups

Direct target groups: Inhabitants of the new Kivistö housing area Inhabitants of Vantaa and the Helsinki region Visitors to the Housing Fair 2015 Users of public transport

Indirect target groups: Vantaa City administration, Helsinki Region Transport company HSL, the Finnish state, other gatekeepers of finance and legislation Companies, workplaces Transport professionals, planners and decision makers Media and the general public

IV Services provided

For direct target groups: Information campaigns about automated buses aimed at inhabitants, visitors, public transport users:

o leaflets to every household near the demonstration area.

o information in the social media (Facebook etc.) and the websites of Vantaa, HSL and VR

o e-mail newsletters to target groups o prize draws for travellers and those giving

feedback o posters at the Kivistö station, adverts in trains,

metro trains and buses o the Metro paper and other media

For indirect target groups: Information campaign about automated buses aimed at gatekeepers and the media to create publicity and positive attitudes towards automated buses. - press releases and conferences (3-4 pcs.) - possibility for reporters, decision makers etc. to try an

automated bus ride - newsletters and social media info - articles to transport magazines, presentations in

seminars and conferences - field trip packages for professionals and decision

makers to try out and learn about automated buses - spreading information via the LIVE network and other

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o field trip package for schoolchildren and NGOs Automated buses info combined with the Housing Fair publicity campaign:

o CM2 information in Housing Fair leaflets, website and other materials

o CM2 stand and leaflet distribution at Housing Fair admission gate

Information leaflets at Kivistö station for those who visit the Housing Fair area after the fair

network connections - asking public personalities to try CM2 and tell about

their experiences!

V Mobility option offered

For direct target groups: For the travellers the aim is to encourage people to take an automated bus from the train station to the Housing Fair 2015 area and use it as a feeder traffic connection from the housing area during the demonstration. The inhabitants and occasional visitors will use the line also after the housing fair.

Not applicable

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Project: CityMobil2 Vantaa citizen awareness campaign

ASSESSMENT LEVELS TARGETS INDICATORS METHODS WHEN

INTERVENTION FRAMEWORK CONDITIONS

1 External factors

Not applicable

Accidents elsewhere may affect the acceptability of automated transport

documentation

2 Person-related factors Not applicable

The attitudes of regular public transport users and regular car users are measured separately

SP survey before and survey after

SERVICES PROVIDED

A *) Project activities and outputs (direct target groups)

Information campaigns about automated buses for inhabitants, visitors, public transport users: - leaflets to every household near the

demonstration area. - information in the social media (Facebook

etc.) and the websites of Vantaa, HRT and VR

- e-mail newsletters to target groups - prize draws for travellers and those giving

feedback - posters at the Kivistö station, adverts in trains,

metro trains and buses - Metro paper and other media - field trip packages for schoolchildren and

A number of measures

documentation during and after the campaign

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NGOs Automated buses info combined with the Housing Fair publicity campaign: - CM2 information in Housing Fair leaflets,

website and other materials - CM2 stand and leaflet distribution at housing

fair entrance gate Information leaflets at Kivistö station for those who visit the Housing Fair area after the fair

Project activities and outputs (indirect target groups)

Information campaign about automated buses aimed at gatekeepers and the media to create publicity and positive attitudes towards automated buses. - press releases and conferences (3-4 pcs.) - possibility for reporters, decision makers etc.

to try an automated bus ride - newsletters and social media info - articles to transport magazines, presentations

in seminars and conferences - field trip packages for professionals and

decision makers to try out and learn about automated buses

- field trip packages for legislators in particular - spreading information via mobility

management network and other network connections

Asking public personalities to try CM2 and tell about their experiences in the media

A number of measures documentation

during and after the campaign

B Awareness of mobility services provided

90 % of the Housing Fair visitors and 100% of the residents of the housing area know about the CM2 demonstration

percentages of target groups aware of the campaign by information

• surveys to travellers • survey to professionals and

decision makers

during and after the

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75 % of the other inhabitants of Helsinki metropolitan area are aware of CM2 80 % of professionals and decision makers are reached by the campaign material

source

demonstration

C *) Usage of mobility services provided

usage of voting machines participation in the press conferences and field trip packages

• percentage of passengers using the voting machines

• participation in press conferences and field trips

documentation after the demonstration

D Satisfaction with mobility services provided

NOT RELEVANT

OPTION OFFERED

E Acceptance of mobility option offered

70 % of the target groups (inhabitants and visitors) is willing to use automated buses

the percentage of target group members

survey (same as conducted before the demonstration)

after the demonstration

F *) Take up of mobility option offered

10 % of housing fair visitors tried automated buses during the fair 90 % of inhabitants of the housing fair area tried automated buses during the demonstration and 50 % used the service regularly 60 % capacity used in automated buses during the demonstration

• percentages of visitors and inhabitants of housing fair area who used the service

• the number of CM2 trips taken versus the capacity

• Comparison with other similar areas

• part of fair follow-up combined with prize draw

• surveys • observing queuing to CM2

during and after the demonstration

G Satisfaction with the mobility

70% of travellers satisfied with CM2 80 % of the housing fair area’s inhabitants are

the percentage of satisfied target group

• feedback machine on the bus or bus stop/exit poll +

during and

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option offered satisfied with CM2 members observation • part of fair follow-up

combined with prize draw • Mobile phone QR code for

an internet survey for CM2 travellers

• survey for the residential area inhabitants before and after the demonstration.

after the demonstration

H *) Long-term attitudes and behaviour

Readiness to accept automated buses increases among population and decision makers. Treating automated buses as a viable means of transport in transport system plans. Changes in legislation to enable operating automated vehicles in various environments, including normal streets. . 60 % of inhabitants choose public transport after the demonstration or move to a higher MaxSem level

• percentage of professionals and decision makers who regard the trial as positive and would recommend the inclusion of automated buses in the transport system.

• Automated vehicles mentioned in media and transport system plans.

• Changes in MaxSem level

• survey to professionals and decision makers

• media analysis

after 1-2 yrs.

OVERALL EFFECTS

I System impacts

Attitudes towards automated public transport in general (e.g. automated metro). Improved attitudes and level of awareness enable treatment of automated buses as an acceptable alternative to conventional public transport.

• automated vehicles mentioned in media and transport system plans

• The rate of usage of

• media analysis • documentation • transport statistics

after 2+ yrs.

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Improved supply and competitiveness of public transport. Decrease in car use.

public transport in the demonstration area compared with other similar areas