Urban Contingency - 2018 - Resilient Trondheim

RESILIENT TRONDHEIM March 2018

Photo by: Johan Berge

Authors

Julianti Putri Setiawan

Maurice Schreiberhuber

Nataliya Kandrasentka

Resilient Trondheim Trondheim - Spring 2018 AAR5220 - Urban Resilience Department of Architecture and Planning Faculty of Architecture and Design

Preface This report is the outcome of the course Urban Resilience in Spring semester 2018 and is part of the 2-year International Master of Science Program in Urban Ecological Planning (UEP) at Norwegian University of Science and Technology (NTNU) and was split up into two modules.

The first module is about the theory of Urban resilience, meanwhile the second module is practical. The knowledge and opinion of several practitioners and experts were involved in this fieldwork. The purpose of this groupwork is to apply the gained knowledge about Urban Resilience in Trondheim and bring the practical impact to the city. The objectives of the group work are to get a good overview of documented risks and stresses, the various stakeholders and the ways they prepare, respond, adapt and transform.

Acknowledgements There are many people and organizations who contributed to this work and we would like to express our high appreciation for their support.

First of all we would like to give our special thanks to Linne Langørgen and Lars Olofsson from City Planning Office of Trondheim Municipality which gave us interesting insights about traffic safety in Trondheim and shared with us their expertise. Moreover, we are grateful for being given contacts from another organizations which made the research more comprehensive.

Then we would like to thank Einer Nyberg and Rolf Martin White to welcome us at the Fire Department in Sluppen and for sharing with us information about fires in Trondheim and how to prevent them.

We also would like to express our gratitude to Helge Stabursvik from Norways Public Road Administration (Statens Vegvesen) who met us at Statens Hus in Trondheim and spent the valuable time to share and gave interesting understanding about analysis of traffic accidents from National Government perspective.

Last but not least, we would like to thank all the respondents for the time for interviews, filling out the questionnnaire, and the willingness to help this research.

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List of Abbreviations & Terms AMK

Acute Medical Centre

ARUP

Firm which developed the City Resilience Index

CRI

City Resilience Index

DSB

The Directorate for Civil Protection and Emergency Planning

NFBF

The Norwegian Fire Brigade Foundation

Kommune

Trondheim Municipality

Miljøpakken

Government program in Trondheim Norwegian Public

Statens Vegvesen

Road Administration

Brannvernforeningen

Fire Brigade Foundation

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Photo by: Johan Berge

Table of Contents Preface

4

Acknowledgements

4

List of Abbreviations & Terms

5

Introduction

9

Goal 9 Description

10

Methodology

11

Findings

12

Recommendation

20

Goal 11 Description

22

Methodology

23

Findings

24

Recommendation

29

General Discussion and Conclusion

31

References

32

7

GOAL 11

“Empowered Stakeholders”

GOAL 9

“Reliable Mobility and Communication” Figure 1. City Resilience Index (CRI).

Source (Da Silva and Morera, 2014)

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Introduction Located in the most livable country in the world (Garfield, 2017), Norway, there is no exception for Trondheim from being hazards or disturbance-free. Similar to other cities, Trondheim also encounters various risks, threats, stresses, and shocks. This fieldwork report will try to “measure” several aspects of resilience in Trondheim according to City Resilience Index (CRI) founded by The Rockefeller Foundation and ARUP (2015). For a functional and resilient city, there is a significant number of interconnected networks of institutions, organizations, and communities which provide certain services and manage to achieve the urge to return to a stable state (bounce back) or even to transform to a better situation (bounce back better) in case of emerged disturbances.

According to the Rockefeller Foundation Urban (City), the definition of urban resilience is generally “describes the capacity of cities to function, so that the people living and working in cities – particularly the poor and vulnerable – survive and thrive no matter what stresses or shocks they encounter.”(Da Silva and Morera, 2014) City Resilience Index (CRI) tries to assess resilience by measuring the capacity or resource of the city. As mentioned by (Kuban and MacKenzie-Carey, 2001) capacity includes the ability to use or access resources and to sustain the availability of resources.

Enhancing capabilities sometimes is measured as less complicated than to reduce vulnerability.

Therefore, capacities should be known and utilized. CRI suggests the resilience of city associates on four key dimensions, which are explained in more detail to 12 goals and 52 indicators.

Using the framework of City Resilience Index founded by The Rockefeller Foundation and ARUP (2015) this paper will try to describe and analyze the existing picture of the goal 9, called Reliable mobility and communications and goal 11 - Empowered Stakeholders. The group applied different methodologies according to each topic for gathering the necessary information to gain a better understanding of these issues.

Therefore, the methodologies will be further explained for each goal accordingly.

In order to create a strategy for enhancing resilience in the city, it is essential to know which risks, threats, stresses, and shocks have already happened in Trondheim.

Taking both good and bad experience from the past will help to see what changes have already been implemented and which further improvements would be relevant to suggest. For collecting the information, the team contacted various stakeholders, institutions, and organizations which are related to disturbances and discovered how they prepare, respond, adapt and also transform the connection between each stakeholder.

“Even in well-governed cities, it is a challenge to get disaster risk reduction embedded in all the relevant sectors and agencies”(IFRC, 2010). In the last section of the paper as a conclusion, short-term and longterm recommendations will be suggested to reduce vulnerability and enhance resilience, based on findings and revealed shortcomings in the implementation of assigned goals.

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Goal 9

Reliable Mobility and Communications Description

Methodology

Goal 9 – Reliable mobility and communications, lies in Infrastructure and Environment Dimension. As mentioned in the framework (Da Silva and Morera, 2014) this dimension mainly focus on human-made and natural systems which reckon with preservation, affordability, and connectivity of primary services in urban context. The CRI considers three characteristics of goal 9, which are robustness, redundancy, inclusiveness, and integration. Robust in the definition of the ability to cope with hazards, redundant by means of the continuity of essential needs under the risk and threats, and inclusiveness also integration in case of stakeholder. The goal consists of four indicators, there are:

As explained in goals description, the group decided to focus on two indicators. The objective of the research is to know the main disturbances of the road network in Trondheim and the way responsible organizations and users prepare, persist, adapt, and transform in order to reduce the risk. As stated in the following research questions:

What do responsible organizations and users do to reduce the risk?

Robust, effective mechanisms in place to protect the information and operational technology systems on which the city is dependent.(ibid)

Addressing the research questions, the group applied the mixed-methods sequential explanatory design for the research of Goal 9.

Mixed methods is a technique by gathering, analyzing, and combining quantitative and qualitative data of research to gain a thorough understanding in order to answer the research issues (Ivankova et al., 2006). While sequential explanatory defines phase of implementation process, this approach begins with quantitative and continuous by qualitative methodology (Creswell et al., 2003)

For goal 9, the indicator can be classified into two main topics: transportation and communication. Based on the group’s curiousity to know more about the transportation system in Trondheim and realizing the needs of commuting in a daily basis, the group decided to emphasize mostly on the first and second indicators in this paper: Diverse and affordable transport networks and Effective transport operation and maintenance. The group will emphasize and discuss the road networks, especially on documented risks and threats also the way stakeholders communicate to reduce the risk.

In goal 9 case, the group applied quantitative methodologies by gathering the data from the internet and documented reports We extracted the data mostly from stakeholder’s websites, such as Trondheim Kommune and Statens Vegvesen, and also collected the data from tomtom.com which provides comprehensive information regarding traffic. Meanwhile for documented reports, most of the information is only available in Norwegian. Particularly, the group retrieved data from Trondheim Kommune Contingency Plan 2017.

Diverse and affordable transport networks

Diverse and affordable transport networks diverse and integra nsport networks, providing flexible and affordable travel around the city for all.

Effective transport operation and maintenance

Efficient management of the city’s transport network to provide quality, safe transport.

Reliable communications technology

Effective and reliable communication systems that are accessible by all.

Secure technology networks

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What are the main disturbances of the road network in Trondheim?

THEORY

Quan Quan Data Collection

Quan Data Analysis

Qual Qual Data Collection

QualData Analysis Scheme according to Creswell (2009: 210)

RESEARCH

1 2 3

Gathering data from internet and documented reports Secondary data

Analysis of the data -> List of stakeholders

speak to steakholders

Analysis of Interviews

Conclusion

USe Snowballing Efect

Figure 2. Sequential Explanatory Desin, Creswell et al., 2003.

Diagram by Schreiberhuber, 2018

This process intends to understand a complete picture of Trondheim’s transport issue and analyze the types of the main stresses in transport field which leads to an initial state of hypotheses.

take actions regarding the risks. From the interviews, the group also gathered more perceived and documented data, which is not accessible online. As mentioned by (Curtis et al., 2000):

While still collecting quantitative data, the group created a list of stakeholders and organized meetings with them.

That is when the second phase of collecting data is started. The group used interviews as a primary method of qualitative methodology. At the beginning of interviews, the group identified the possibility of snowballing tactics to facilitate the fieldwork.

We interviewed representatives from Trondheim Kommune, who gave us contacts to Statens Vegvesen, and also we visited Fire Department. We asked open questions about main disturbances in the field of transportation and how they

I would suggest that sampling strategies involving people … are more akin to opening a Pandora’s box.

The team has an intention to give a more in-depth understanding of this issue.

As also mentioned by Green, Caracelli and Graham 1989; Miles and Huberman 1994; Green and Caracelli 1997; Tashakkori and Teddlie 1998, Ivankova et al., 2006. Integration of quantitative and qualitative methodologies will produce a more powerful analysis which will lead to reliable research

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Findings As defined by Cambridge dictionary (Cambridge_University_Press, 2018), the network is identified as “a large system consisting of many similar parts that are connected to allow movement or communication between or along the parts, or between the parts and a control center.”

Adapted from the definitions then we also can define road network as a system of connected roads, bicycle lanes, and pedestrian ways which allows specific movement. According to TomTom Traffic Index (TomTom_International, 2008), the total road network length of Trondheim is 2.199 km, including highways 64 km. The total vehicle distance in the city is 2.417.232 km.

If to classify by importance and management; there are four different types of road in Trondheim: National roads which are divided into two division European road and other national roads, County roads, Municipal roads, and Private roads.

Additionally, Trondheim also has bicycle lanes and pedestrian pathes. International highway E6 and E39 (Europe road) goes through Trondheim and connects the north and south of Norway. Although, Trondheim has a complicated landscape, the road network in the city is quite developed: people have easy access to any places with private car, public transport and bicycle.

From interviews with Statens Vegvesen and Trondheim Kommune we defined the primary stresses and disturbances in the city touching the road network. The most frequently mentioned threat was traffic accidents. Apart from traffic accidents, we have also discovered traffic congestion as a disturbance. Below we will consider these disturbances, and provide the most remarkable examples, which have already happened in the city. Also we will

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analyze the measures which have been done afterward.

Traffic Accidents As Norwegian Public Road Administration (Statens Vegvesen) explained during the interview, a traffic accident is an accident happening on the road and where one or more vehicles in motion are involved. By vehicle is meant bicycles and all motor vehicles.

From Statens Vegvesen analysis, there is a different picture of frequent traffic accidents inside and outside (Trøndelag) of Trondheim municipality: Region

Inside

Outside (Trøndelag)

Type of From Behind, Traffic Intersections Accidents

Out of Road (Serious Traffic Accidents), Meeting

Grade of Injury

Lightly Injured People, a few serious traffic accidents because of slow driving

More fatality traffic accidents

Speed

Low Speed Limits

Higher speed limits which can be dangerous in bad weather

Statens Vegvesen started to register traffic accidents on the map in the early 70’s. The registration started because they wanted to locate “Black Spots” (points on the road where most accidents occurred), so afterwards they could take action that would prevent such accidents.

During the period from 2008 to 2017, there are 13 fatality traffic accidents happened in Trondheim. The map below provided by

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4 2

Figure 3. Map of Accidents (Deaths, Very Seriously Injured, and Seriously Injured), Staten Vegvesen 2008-2017

Statens Vegvesen shows the location of three types of traffic accidents (see figure 3).

Let’s consider several fatality traffic accidents happened during this period. On the point #1 (see the figure 3) there was an accident on the intersection (sharp turn) with a cyclist and a truck. Both road users did not see each other.

Therefore, a collision happened. After the accident, the configuration of the turn has been changed, and warning signs have been installed.

Signs increased drivers attention when they make a turn and the smoother turn allowed to increase visibility on the road. We want to highlight that at this case even one individual accident became a good justification for making changes and improvements on roads.

Another change based on individual accident was made on the point #2, where was a collision of a bicycle and slow driven road maintenance machinery. Although the reason of collision

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Deaths Very Seriously Injured (entailed handicap) Seriously Injured

according to Statens Vegvesen was mostly because of the negligence of a cyclist, who drove fast downhill and did not look on the road, after the accident specific measures were implemented. Thus, operation time and route of slow maintenance vehicles were changed. Also, the better light was provided, and the number of guards was increased.

One of the accident on the municipal road (see the point 3 on the figure 3) happened because of the short time of the green light on a pedestrian crossing. Therefore, the operational time of green light was prolonged. Severe traffic accidents can happen in tunnels (such as on the point 4). As Trondheim has both car and train tunnels, it is essential to create a safe environment there. Thus, to improve the preparedness to traffic accidents happened in the tunnels, the four tunnels which lead to the airport from Trondheim will be upgraded to meet the requirements of the EU Tunnel Safety Regulations. Work will be completed by 2019.

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Responsible organizations for traffic accidents From the way stakeholders cope with traffic accidents in order to reduce vulnerability and enhance resilience, the group is divided into two classifications. Firstly, there are stakeholders in relation to prepare and to transform, secondly, stakeholders who are in charge of response and adaptation.

traffic accidents. Such preventions consist of an investigation of traffic accidents and consequently physical measures based on findings of the investigation. There is a particular Accident Analysis Group responsible for investigation which consists of experts from different fields, including specialists from Statens Vegvesen.

For the first classification, to prepare and transform, there are three organizations who are responsible for road safety:

According to the interview with a representative of Statens Vegvesen, the main reasons for traffic accidents is high speed, which worsens by not corresponding to weather conditions. He argued that reducing speed is the most effective measure which might be done by setting speed limits and installing speed bumps. However, there is always a conflict with public transportation department because the installation of new speed limits and speed bumps can influence the schedule of buses.

Norwegian Public Road Administration Statens Vegvesen Norwegian Public Road Administration is the organization which is responsible for National and Regional roads in Norway.

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State Road Administration has five divisions: • Traffic safety and management has different tasks concerning traffic safety and measures including traffic signs, speed limits and pedestrian crossings.

• Planning division mainly makes plans for the road network as well as the treatment of internal, external and private plans.

• Maintenance and operation division is responsible for roads maintenance such as cleaning, painting, cutting trees.

• Supervision division is responsible for structural roads maintenance such as repair of roads.

• Investment division is working with smallscale projects.

For improving road safety and reducing mortality on roads Norway has a national program which is called Zero Vision. It is a road traffic safety project that aims to achieve a system with no fatalities or serious injuries involving road traffic.

One of the responsibilities of Statens Vegvesen concerning safety is the prevention of

The implementation of this program seems very successful: The number of deaths in

Figure 4. Grahic of Number of Death caused by traffic accidents, Source (Staten Vegvesen, 2018)

Figure 5. Map of Accidents, Staten Vegvesen 2007-2017

traffic accidents since 1970 is continuously reducing and until now has reduced from around 560 to 106 (see figure 4). One of the reasons for this success is because Statens Vegvesen is prioritizing investigation of deaths and serious traffic accidents as based on more safety traffic condition.

County Roads Administration Though, it is written on the website of Trondheim Municipality that county roads are situated under the responsibility of Statens Vegvesen, it is appeared to be that there is a separate organization called County Roads Administration which deals with these types of roads. County Roads Administration makes all main decisions about priorities in

Deaths Very Seriously Injured (entailed handicap) Seriously Injured Light Injured

the implementation of projects or budget handling. However, they engage Statens Vegvesen for implementation of projects.

City Planning Office, Municipality of Trondheim In the city planning office of Trondheim Municipality there is a team which is responsible for traffic safety planning. To reduce traffic accidents, the city planniing office analyzes “black spots” (places where the most traffic accidents take a position) on the municipality roads with GIS system and takes proper measures.

The office is not only transforming the infrastructure after the traffic accidents, but also plans new areas with knowingly

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safe measures. They also include the public response in the process. For example, the office gets around ten emails a week with inquiries from citizens to improve road safety in their neighborhood. Also, Trondheim municipality has the website where every citizen can register the place where maintenance is needed (Gemini_Melding_Web). Apart from that, every school has “traffic safety parents group” which responds to a questionnaire about road safety nearby schools.

The work of three organizations is always interconnected. In the planning processes, it is important to consider the information from all organizations. Therefore, these organizations actively cooperate with each other. One important “platform” to cooperate is Miljøpakken. However, based on interview, this division of road safety onto three organizations gives more difficulty in work.

Figure 6. Map of maintenence. Source (Gemini_Melding_Web) Figure 7. Map of Slippery Nodes in Trondheim.

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annte Karte

bene

ken

3

6

Bøckmans Street

16

Brubakken

Every five years statistics of traffic accidents is collected for further analysis and planning.

However, all organizations mentioned, that they have a significant number of unreported traffic accidents. As a representative of Statens Vegvesen argued only 30% of light injured accidents are registered to the police. That means that only these recorded cases are considered when planning and improvement take place.

Police are involved in the investigation of the traffic accidents as well as Statens Vegvesen mentioned above. The main difference in their investigations is in the purpose. The traffic safety organization investigates the traffic accident in order to find ways for improving the road safety.

Meanwhile, police investigate for finding guilt.

Another information which road safety organizations lacks is statistics of people fallen on the slippery pavements (mostly because of ice).

This information could help to improve pedestrian roads. As an example, last year on the very steep Brubakken street around 5-6 elderly people fell with consequent bone fractures. After this happened, there was a decision to build in installed bicycleelevator a heating system which consequently helped to reduc the number of people fell on this street. Another similar dangerous place but for bicyclists could be the Bøckmans street.

Fire Department In order to be ready for any complicated situation occurred when a traffic accident happens, the fire department has trials.

Firemen prepare such drills together with Statens Vegvesen. There are a lot of training for different situations which possible, one of the most serious is the traffic accident in tunnels to prevent the worst-case scenario.

Most of the exercises are held in a fire station in Strandmoen.

Meanwhile, for responding and adaptation in case of traffic accident there are three main actors involved:

Police In general, the Norwegian law says if a person is injured and a vehicle was involved it is defined as a traffic accident, and it has to be reported to the police. In case of traffic accidents, the police officer’s duty is to check that everyone is not injured and safe and after to manage the logistics like vehicle removal, to organize traffic movement, and to document the accident.

After the traffic accident, however, they may also have a role in defining fault.

Ambulance As stated by St-Olavs-Hospital incoming calls (113), will be received and answered in Acute Medical Centre (AMK) SørTrøndelag, located in Trondheim. The AMK coordinates ambulances and air ambulance service after they receive a call via 113.

The work of three organizations is also interconnected. As the response to traffic accidents, any emergency number can be called, and all stakeholders will cooperate with each other directly. In accident cases, police will decide whether it is necessary or not to contact any other stakeholders.

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Traffic Congestion According to Norwegian travel survey in 2014 in Trondheim (see fig.8), the completed travel-distances are traveled by car more than 50%, while 28 % of the ways all went on foot, cycling and public transport are playing a less critical role (EPOMM, 2014).

Figure 8. Modal Split of Trondheim.

the congestion level in 2016 increased on 3% since the last year. The evening peak time is on 36% more than in a free flow situation.

Although a lot of work has been done until now to reduce the use of cars (accenting on public transportation and bicycles), cars are still considered as a prioritized transport vehicle. Therefore, we see that one of the mild stresses which Trondheim experiences concerning road network is traffic congestion.

According to (TomTom_International, 2008)

Responsible stakeholders for traffic congestion are the same with traffic accidents.

The traffic congestion problem of awareness and transformation stage is handled by Staten Vegvesen, County Administration, and Trondheim Municipality. As for the response and adaptation stage is dealt with Police.

The traffic congestion seems as a light stress, but it can have a serious impact on economy, welfare and environment. Firstly, it will deteriorate the development of the city. People spend their time on traffic jams, workers are late on their jobs, students can miss the study. Instead of waiting and stuck at the traffic jam, they could do something productive. Secondly, because of congestions emergency brigades cannot be in needed place as fast as possible. And finally, it increases pollution.

Source (EPOMM, 2014b)

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Figure 9. Maps and Statistic of Traffic Congestion in Trondheim in 2016. Source : (TomTom.com, 2016)

Miljøpakken

Below you can find the goals which can help to reduce traffic congestion: •

“Walk, cycle or take the bus when you can, Drive when you have to” (Miljøpakken, 2010)

There are a lot of activities are going on now in Trondheim which will help to tackle this problem. All initiatives go from the government program Miljøpakken.

Miljøpakken, or Greener Trondheim, is an award-winning partnership for sustainable transport. From 2010 to 2025 it is invested NOK 15 billion in main and local roads, public transport, environment, traffic safety and infrastructure for cyclists and pedestrians. The aim is to reduce greenhouse gas emissions, congestion, traffic noise, and the number of traffic accidents through better traffic management and a greater share of transport on foot, by bicycle, bus or tram.

• • •

Improving the bike infrastructure to encourage people using bikes as Figure 10. ”Takk For At Du Sykler” transportation.

Campaign. Source (3tblogg.no, 2016) Modal split: Share of trips by private cars to be reduced from 58 % to 50 % Metrobus – 3 separate lines for long electric (40 of 56) buses.

Reconstruction of E6 will help to avoid traffic going through the city, and new junctions will help to reduce congestion on the road. (Miljøpakken, 2010)

Figure 11. Map of Projects of Miljøpakken. Figure 12. Metrobuss. Source Source (Miljopakken, 2018) (Adresseavisen, 2015)

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Recommendation Short-Term Recommendation As mentioned in page 16, there are cases when people (especially elderly) fall because of slippery and steep roads. There is no any registered information for such cases, therefore there is no measures done for improving the maintenance of such pedestrian paths. To implement measures and reduce the vulnerability of these places it is necessary to analyze the slippery nodes. To get information about the areas, there could be launched web-based participation to allow people to mark slippery nodes on a map. Once it has been found out where these places are the right measure could be implemented.

LL, If you FA L! just CAL

ove help us to imprin bicycle laneE I M TR O N D H

112 o

: kriseinfo.n

further info

Figure 14.

If you FALL, just CALL Campaign

Figure 13.

Smartphone Application.

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Since many cyclists even do not know that the case when they fall off their bike and get light injures is considered as a traffic accident, there is a need to spread information about that.The aim is to encourage people to provide data on unreported traffic accidents. As an example, it could be implemented in form of signage, posters or billboards on bicycle parking spots as well as bicycle lanes itself. Workshops also could be organized with focus groups to spread this information.

Long-Term Recommedation Due to our findings on page 16., there is a need for better cooperation between organizations dealing with traffic safety in Trondheim. Therefore, it could be more effective if cases concerning the road safety in Trondheim are held by one organization, rather than three: The Norwegian Public Road Administration, County Road Administration, and Municipality.

Report

Statens Vegvesen

Hospital

Figure 16.

Hospital Report

Figure 15.

One organization for Traffic Safety

As also mentioned on page 16, there is a significant number of unreported light injured accidents. Only 30% of light injured accidents are documented, and the rest is unreported.

Therefore, hospitals could also be included in reporting data to the police to create comprehensive data mapping which helps the process of analysis.

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Goal 11

Empowered Stakeholders Description

22

e ds

ts

ge e. g led n w no care eve al k h t y - Loc healt las ac al of er - Loc ience num g er and p x E led racy - Li t e ow az

ar

Natural resources

-F le

De cis i

-resistant crops azard - H Seed banks versity - Biodi resources

ugh food and w Eno with shorta ater ge ope to c e. g.

PO AS OP RTUNIT Y

Env

AS HAZARD

The group found an interconnection between indicators of goal 11 with a circle of capacities which mentioned by Wisner et al., (2011).

The diagram shows the relationship between human resources capacities indicators and RCI goal 11 indicators, which stated in the graph as strength, knowledge, and skills to face hazards.

uc g an tur d e

n ma H u rce s ou Res .

Solidarity

Inclusive, integrated and transparent mechanisms for communication and coordination between the city government and citizens.

ti re ona on hom l arch it al wa e pio ecture rt ter h ma enure ra ous nag eme st in nt r

e. g.

Effective mechanisms for communities to engage with government

Eco res nom ou ic rce s

- Kinship ties - Social networ ks

Inclusive efforts to build public awareness of risks.

di

-M .g i - Lo cro-fi . cal n ma anc rk e et

Capacities

P Re hysis c so u rc a l es

pe co to ses

Widespread community awareness and preparedness

cal liti es Po ourc s re

Enou with gh mo cris ne es y /l os e

Social resources

Affordable, quality education for all

ing g. mak e. ision c de ership le d xib Lea -

fe S a i nf

Adequate education for all

Environment wer g po kin ity ma abil on and

g. e. ra - T ec u - S aditi r -T

Goal 11 – Empowered stakeholders, situated in Leadership and Strategy Dimension. As stated at CRI framework (Da Silva and Morera, 2014), the focus of this dimension is on achieving inclusive governance by engaging various stakeholders (government, business and civil society, and evidence-based decision making).

People and organizations are expected to have access to education and up-to-date information to be able to take actions, both survive and thrive. There are three characteristics of the goal 11, which are being resourceful, inclusive, and integrated. Characteristic resourceful - by means of knowing the capacity to quickly return to the stable state, inclusive - as involving participation from people, also integrated regarding the alignment of a comprehensive city system which leads to resilience. The goal consists of three indicators, there are (Da Silva and Morera, 2014):

n eh h, k c Streng to fa ls a n d s k il

iro n m e nt

Figure 17. Circle of Capacities. Source (Wisner et al., 2011)

The group presumed, that the topics about adequate education and ways of engaging with government seem obvious and easy accessible to explore, whereas the situation with awareness and preparedness in Trondheim seems vague.

Moreover, the group assumed that no research has been done with people on the street to estimate their awareness. Therefore, the group decided to emphasize on the second indicator Widespread community awareness and preparedness. By the definition, “Community disaster awareness initiatives which inform and train local populations about how to prepare for natural disasters and emergencies can reduce a population’s vulnerability to specific hazards” (Increasing community disaster awareness, IFRC, 2010, p.5)”. Initiatives in building awareness towards risk often started not in the significant scale but smaller group of people, which is also supported by the statement from Wisner, Gailard, & Kelman, (2012), that capacity enhancement begins from household or community level which robust people’s strategies to face the phenomenon of hazards.

Seeing the importance of this topic we were inspired to do it and were highly interested in results of our research (which eventually surprised us).

Methodology The purpose of goal 11 research is to know the communication between stakeholders in case of crisis and the approach to make people aware and prepared for any disturbance. As stated in the description, there is one primary indicator which the group decided to focus: Community awareness and preparedness, inclusive efforts to build public awareness of risks. As clearly stated in the following research question: What is the current situation of people awareness and preparedness on a disturbance in Trondheim?

The group applied the mixed-methods triangulation design type for the goal 11 research. As mentioned by Cameron, (2009), “triangulation design type combines the data collected by merging the facts during interpretation or analysis, integration of quantitative and qualitative methodologies occupied the equal position and done at the same time on the process of research.” The statement is also supported by Sanderson and Sharma, (2016), statement, which mentioned “combining different approaches provides an opportunity for harnessing the best of all methods and tools and, at the same time, making up for their limitations.”

Addressing the research question, the group applied secondary data collection and questionnaire as the main methods from quantitative methodology and interview for qualitative methodology. At the very beginning of the fieldwork, the group understood that interviews would be the main method to address this topic, because the issue mainly deals with people. During the interviews we asked open questions, such as “Which hazard/disturbance do you think

can likely happen in Trondheim?” Besides, the group also realized the need of collecting the quantitative data to represent the facts of perceived and documented data. The team obtained the information from the internet and made a closed “yes/no” questionnaire with 5 simple questions. In the case of sampling, the group used the non-representative sampling approach as to invite people participating in this research. We applied convenience sampling in this fieldwork, to know the public opinion regarding awareness of risk. Consequently, 56 people were asked. The first question “Do you live in Trondheim?” helped us to sort out those who might give irrelevant answers and create the wrong result picture. Thus, 10 people were excluded from the analysis. What is more, we tried to grab as diverse as possible age group and different locations. As a result, we analysed answers from 46 people from 19 different districts of Trondheim with a range of age from 16 to 70, which can be seen in Figure 18 below.

Number of People 14

14

14

11

12 10 8 6

5

4 2 0

16-25

25-35

35-45

45-75

Range of Age Figure 18. Respondent’s Age Range DIagram.

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Findings Finally, there were answers of 46 people from 19 places in Trondheim for analyzing. We had two main questions for estimating the knowledge they have about preparedness: Have you learned about emergency situations at school/college/university?

Do you know about the web portal kriseinfo.no?

Apart from the main questions we had one question which was created because of group’s interest to know people’s social capabilities in case of disaster: “Do you communicate with your neighbors?”. And finally, we had one general question for having a broader picture, which is partly connected to awareness “Do you feel safe in Trondheim?”

Figure 19. Map of Qick Clay Prone Area.

Source (Statens_kartverk).

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Addressing the research question on strategies of awareness and preparedness of disturbances, the group needed to understand the types of disturbance which concerned by inhabitants in Trondheim in order to build awareness. According to the interviews, there are three main risks and threats in Trondheim which have been concerned about by the most of respondents. There are quick clay landslide, fire, and traffic accidents. We have already considered building awareness concerning the traffic accidents in Goal 9, so below we will look mostly through quick clay and fire risks.

Quick Clay One of the purposes of interviews with random people on the streets of Trondheim

was to know which disturbances on people’s opinion can most likely happen. Although the question was opened (no options of answer were provided) we unexpectedly discovered, that the first threat which mentioned by the majority of interviewees was quick clay landslide.

The main actors in spreading of information about the danger of quick clay are government and mass media. Based on the interviews on how they know about the threat, most of the answers are from news on television. There were several quick clay landslides hazards happened a couple of years ago in Trondheim.

The last biggest event was a several hundred meters long landslide which happened on 1st of January 2012 in Byneset.

location of quick clay and if necessary will get a ban to build on the dangerous area.

As a response to the unstable soil resistance in Trondheim, engineers try to cope and adapt to the situation. They create an additional structure to strengthen the soil, with injecting cemen. This method is applied in the new highway (E6) also in Strindheim tunnel. These examples show the connection between the importance of building awareness and preparedness with adaptation and transformation.

According to the article of a Norwegian newspaper (Adresseavisen, 2012) the police in Trondheim have initiated a mass evacuation of more than 50 residents, but no persons were physically injured. As such accidents can bring big consequences, most of the respondents are paying attention to this issue to be able to avoid or at least minimize the effect of the hazards.

Fire Another frequent answer to possible threats in Trondheim is fire and the most responsible stakeholder in this issue is Fire Department. One of responsibilities of fire department is engaging numerous stakeholders to raise awareness of fire, such as schools, universities, and offices to share knowledge of fire to enhance capacities.

According to the fire department, Trondheim is considered a safe city. The last large case of fire accident happens in 2003; nevertheless, still, there are several small fire cases occurred.

As stated in the indicators, the significant way of building awareness is about knowledge and one of necessary measure to build awareness regarding quick clay is to know the locations of landslide-prone areas.

Thus, there is an open access to source on the internet with maps of quick clay areas.

Moreover, building regulation plays an essential role in reducing damage due to quick clay. For example, when a landowner is getting permission to buy land and construct a building he will be informed about the

According to the interview with representatives from central fire department of Trondheim, one of the significant challenges faced by fire department is installing sprinklers and fire alarm system to old wooden buildings. The main problems are to convince buildings’ owners to upgrade or install the fire protection system to follow the latest regulation. Some owners try to avoid it because it is too expensive, but on the other hand, some owners argue it as an opportunity to raise the rent price in the future. But the main problem is that some

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owners even do not know that they need to upgrade their houses. Furthermore, according to fire department sometimes it is complicated to reach these landowners.

It is also important to notice that maps with fireprone areas of Norway are also accessible to the public through the Internet.

As part of building awareness, there are numerous strategies which are implemented not only for the old building challenges as mentioned but also to promote awareness since the early age. As for the old building cases, the primary task is to explain the importance of fire protection to the owners. The fire department is also promoting fire safety with scheduled and unscheduled campaigns every year. They come to institutions, for example, students matriculation of NTNU and spread the information and do workshops.

Small children both from kindergarten and yearly school classes also have entertaining activities about fire emergency situations with “fire teddy bear Bjørnis”(NFBF). The Bjørnis project was started by the fire brigade in Trondheim. It has now become a national project led by the national fire union, “The Norwegian Fire Brigade Foundation.”

(Søtorp) It is a non-profit project which is supported by its income. It is not obligatory for schools and kindergartens, but many schools and kindergartens want to use the project in their fire exercises and training.

There are three representatives in the fire brigade in Trondheim that are working on the project as local representatives. The fireman costumed as funny bear-firemen and are telling stories about fire protection and safety are dancing and singing songs with children. As it says on the website: “Most traffic accidents can be avoided if we are just a little smart.”(ibid).

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20

21

Figure 20. Image of Old Houses in Trondheim.

Source (Google, 2018)

22

Figure 21. Image of Fire Teddy Bear Bjørnis. Source (Ljosdal, 2015).

Figure 22. Image of Girls using Bjørnis Hat.

Surprisingly, according to the interview, no respondent mentioned the flood problem in Trondheim. Even though in the presentation of the head of geographical department NTNU Per Arne Stavnes the flooding problems in Trondelag took a significant place regarding probability and consequences.

Analysis of questionnaire and interviews With the help of this questionnaire, we discovered one crucial finding. The website kriseinfo.no which was created in 2011

by The Directorate for Civil Protection and Emergency Planning (DSB) to build community awareness is unknown among Trondheim’s citizens: only 5% of asking at least heard about this website. As stated from the site (The Directorate for Civil Protection and Emergency Planning, 2011), “Kriseinfo.no is the official Norwegian website providing valid and secure information to the public before, during and after a crisis. The website presents updated and coordinated information from relevant Norwegian authorities and emergency actors”. To add more, if to look through this website it shows not much valid and secure information even though the site has perfect intention to cope with risk.

The most surprising result appeared with the question about preparedness in emergency

Number of People

n=46

situations. The results of the questionnaire revealed that only 60% noted that they learned anything about emergency situations.

We also need to admit that during process of the survey we realized that the question was stated unsuccessfully, and all the time required further explanation. Next time, We suggest to change this question to more clear and specific to get more trustworthy results.

Around 70% of asked actively communicate with their neighbors. That means that in case of crises they can better spread the information, cooperate and resist. “While disaster situations may typically call forth images of trained professionals and formal rescue operations, scholarship has shown that informal ties, particularly neighbors, regularly serve as actual first responders. Neighbors check on the wellbeing of others nearby and provide immediate lifesaving assistance.”

(Aldrich and Meyer, 2015)

44

43

32 28 18 12 3

2 0 Do you communicate with your neighbors?

Do you feel safe in Trondheim?

Have you learned about emergency situations at school/ universities?

Yes No

Did you know about the web portal kriseinfo.no?

Figure 23. Result of Questionnaire.

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Based on the interview with a Ph.D. researcher, the group gained interesting information about global hazards alarm. As mentioned, every year in NTNU campuses all students hear a loud sound. Most of the students suspect that it is an emergency alarm, but they do not know what that sound means and how to respond. Nevertheless, the condition also worsens by the situation when students cannot differ the sound as trials or the real emergency.

These statements lead to the further question, is this a thing we should worry about? On the one hand even if something happens

probably nobody will react and will think that it is regular training, on the other hand, this reaction means that people trust the society.

They only do not respond because do not expect something dangerous can happen in Trondheim. It is supported with the results of one of the question in the survey: on the question “do you feel safe in Trondheim” 44 out of 46 people (96%) answered “Yes.” All in all, it is left to decide whether it is better to create an environment where people have objective reasons not to worry or to build the firm knowledge in every emergency situation with the consequent feeling of instability?

No 4%

Do you

feel safe

in Trondheim?

Yes 96%

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Figure 24. Results of Question ”Do you feel safe in Trondheim”.

Recommendations Short-Term Recommendation As mentioned in the respective chapters that certain hazards in Trondheim do exist and some people do not know how to deal with it.

However, we can say that Trondheim is a very safe place and people here are not worried that something serious can happen. We have some recommendations to make Trondheim even better prepared in case of awareness.

To address the problem of unawareness in upgrading houses according to current fire safety regulations, we can install big billboard advertisements (“Upgrade your house!”) in the city.

Creative design of warning papers about upcoming trials with the emergency signal can help to pay more attention to such events.

Thus, we recommend creating the noticeable bright warnings with small simple and clear fire safety instructions (for example, how to behave in case of fire, where the nearest exit is). It is necessary to have a clear signage language which everybody understands, and it should be in every public building the same to recognize it easily.

Fire drill

Tomorrow 12 o´clock

In case of real emergency:

1

110

2

IS

3

OUSE YOUR H

4

ID TH

O TO AV

E

UPGRAD

Figure 26.

Attractive Signage in Buildings

?

Workshop For New Students About

Emergency Sounds and Behaviour Figure 27.

Workshop for Students

Figure 25. ”Upgrade Your House” Campaign

Create a more profound analysis of student awareness at the university, define main gaps and build activities on the base of findings.

There are so many workshops are going on in the halls of campuses, therefore why not to organize the same seminar to explain about emergency sounds and behavior?

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Long-Term Recommendation Based on our findings there are merely few people who know the website kriseinfo. no. It could be a possibility to advert this website during various campaigns. The site should provide real-time information about the crisis in the own neighborhood and offer information how to behave in different situations and how to prevent.

Updating the info on emergency is necessary. Since the website kriseinfo. no is a national resource, it should be a common meeting point or a hub where all information about the crisis in Trondheim is coming together. The connection to other websites could help to get in contact with local actors and get more local information.

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Figure 28. Website Kriseinfo.no. Source, (kriseinfo,2011) Figure 29.

Recommendations of upgrading website Kriseinfo.no.

http://www.kriseinfo.no/ Weather

Fire

Fire

Health

Transport

Trondheim

Select Municipality

Latest Fire in Trondheim 26.02.2018

more details

bsite e W ded

Past Events

a Upgr fo.no n

krisei

Upgrade Website Kriseinfo.no

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General Discussion and Conclusion Assessing the definition of resilience by using two goals (Goal 9 and 11) from CRI framework, Trondheim seems successful to be a resilient city when most inhabitants feel safe. As it is observed the government has already managed to engage citizens participation in the development plan. Nevertheless, as the group noted, there are also specific values which need to be developed to enhance resilience.

Addressing the research question of Goal 9, the group defined the main types of disturbances as well as responsible organizations to deal with it. Speaking of transportation, the main disturbances are traffic accidents and traffic congestion. Responsible organizations can be divided into two group, based on the phase that they most concern about. Firstly, there are organizations which deal with preparedness and transformation, such as Norwegian Public Road Administration (Statens Vegvesen), County Road Administration, and Trondheim Municipality (Kommune). Secondly, there are institutions which are connected to response and adaptation; there are Police, Fire Department, and Ambulance. From interviews, the group found out that even though the system works well, there are specific values which can be improved.

Especially in coordination between traffic safety organizations and database accuracy of traffic accidents in Trondheim.

Regarding Goal 11, the group got community perspective about the main disturbances that they aware of and the existed strategy to build the awareness.

According to the questionnaire, the majority of respondent concerned about threats such as quick clay landslides, fire,

and traffic accidents. The group tried to measure respondent’s knowledge of related hazards and the suggested strategies to build awareness. The group discovered that the awareness of risks (especially fire) is initiated in the early state, even implemented with a structured schedule. Central government established a website named kriseinfo. no, which has an excellent intention but lacks information. While analyzing the data, we came to an interesting question of awareness: Is it better to create an environment where people have objective reasons not to worry or to build the firm knowledge in every emergency situation with the consequent feeling of instability?

We realized, that our recommendations are very related to technology which is considered as one of the essential steps for a city to become “smart”. As it is mentioned in article by Nam and Pardo, (2011) “The perception of technology in smart city initiatives stresses integration of systems, infrastructures and services mediated through enabling technologies.” Therefore, we believe that our recommendations will not only help for building resilience, but also will contribute to the city’s intention to be “smart”.(Trondheim2030, 2017) Ultimately, Trondheim did an excellent job in building awareness and maintaining the transportation network. However, resilience is defined as a continuous process.

Therefore, the city should keep the good work and try to fill the gaps, including those we have found out in this report.

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Julianti Putri Setiawan juliantiputrisetiawan@yahoo.com Maurice Schreiberhuber maurice.schreiberhuber@outlook.com Nataliya Kandrasentka sikora.natalie@gmail.com

March 2018 Resilient Trondheim

Photo by: Johan Berge