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Activities

Municipality of Örebro

Örebro

 

Country:  Sweden
City:  Örebro Municipality
Number of inhabitants:  140,599 (year 2010)
 Area:  49,27 km2
 Population density:   2.172 / km2

 

BASELINE

Örebro is a city in Sweden with 144,000 inhabitants, located 200 km west of Stockholm. The population is growing by 1,500-2,500 new inhabitants every year. The city is a regional administrative centre, a university city and also a logistic hub with high access to national road and rail networks. The car ownership per 1,000 inhabitants has been stable for quite a long time in Örebro, but that means that the total number of cars in Örebro is still increasing. Despite that, cars are only 40% of the modal split in the inner city and the share journeys done by bicycles (34%) is almost as high in the modal split. Within the whole municipality 54% of all the journeys are done by car. In Sweden Örebro is known as a cycling city but the pull measures for cycling have not historically been combined with effective push measures on car parking.
The paid parking zone is quite small and has not changed much over the last 20 years. In the paid parking zone drivers have to pay
between 8am and 10pm on weekdays and between 9am and 1pm on Saturdays. Lower fees on street than off street (mostly private
parking garages) have led to more long term parking on street than what the city and city trade board see as optimal.

 

IMPLEMENTED PUSH-MEASURES

Main PUSH measures in Örebro include an extension of the paid parking zone, introducing charges at work place car parking lots,
parking management programme for a new city district and new flexible parking standards with a maximum regarding car parking.
The paid parking zone was extended by (at least) 416 on-street parking lots in 2016. That is a quite small extension but the city plan to implement paid parking and higher fees in a much wider area in the upcoming years. The new parking standards are a great tool when it comes to affecting the parking and traffic situation around new buildings and in new city districts. The car parking minimum standards have been lowered dramatically and a ground level maximum allowance on car parking has also been implemented in the new standards. So there is no maximum if developers build garages, but that is probably self-regulating since it is very expensive to build parking garages. The new parking standards include mobility solutions, such as car sharing and green travel plans, which could replace car parking lots and therefore lower the car parking standards. The bicycle parking standards are still minimum standards.

IIMPLEMENTED PULL-MEASURES

  • A sustainable living campaign including
  • a winter cycling campaign
  • a try e-bike campaign
  • a cycling school for adults and
  • a try car pool/sharing campaign
  • A cycle parking programme / guidelines for bicycle parking.
  • Mobility management information forplanners and developers.

 

IMPLEMENTATION OF THE CORE FUNDING MECHANISM

The Technical Department of the City of Örebro manages the revenues from paid parking in public space. When parking in public space is regulated in Sweden, revenues from paid parking have to be used for measures that the road/public space authority is in charge of and can carry out as a public street authority. That includes maintenance, building new infrastructure, physical traffic safety measures as well as parking and traffic regulations. The entire net income from parking revenues in Örebro is reinvested in public space, mainly in maintenance measures for sidewalks, bicycle lanes and public parks.
The City cannot use revenues from this paid parking to finance mobility management campaigns. But the core funding mechanism is also implemented in another way in Örebro. At municipal workplaces (mainly in the city centre) with car parking lots at the same property (that is not public space), the city or a cityowned real estate company regulate the parking lots with fees. That is a consequence of a municipal decision that the municipality should not subsidize workplace car parking. At these workplaces the city installs good bicycle parkings, pumps, bicycle pools and other solutions that make it easier to choose an alternative mode of transport instead of using the car. At these work places mobility management campaigns can also be carried out, financed by paid work-place parking.

 

HIGHLIGHTS

The most successful measure has probably been the new parking standards. Developers in Örebro wanted a more flexible way of thinking regarding parking standards and the City did not want car parking to dominate new planning projects. So even though the new standards, with minimums, ground level maximums and alternative mobility solutions that can replace or complement car parking, have been debated much - the final result seems to be widely accepted. In a new city district with 2,000-3,000 housing units, called Södra Ladugårdsängen, the new standards have led to a complete package of mobility solutions (attractive public transport, high quality cycling corridors and car sharing for residents) instead of just a high number of car parking lots. In Södra Ladugårdsängen the number of car parking lots per apartment will be 0.5.
The expansion of the paid parking zone has also been a highlight. The average occupancy in the affected areas has dropped from 90% to just under 80% and the measures has been well accepted by the inhabitants.

 

KEY FINDINGS FROM IMPACTS

  • Almost 500 parking spaces included in paid parking zone (within 2 newareas)
  • The average car parking occupancy in the affected areas has droppedfrom 90% to just under 80%.
  • Over 800 car parking lots at municipal workplaces have been regulatedwith fees.
  • Lowered minimum car parking standards by on average 16 – 80%
  • A ground level maximum car parking standard

Get the report on implemented measures in Örebro here

Get the Fact Sheet on Parking Space Management and the Implementation of the Core Funding Mechanism in Örebro here

and in Swedish here