Archive: August 2025

The Ukrainian parliament has recently registered two draft laws that were proposed and widely supported by the public sector as one of the means of reducing the catastrophically high level of mortality and injuries on Ukraine’s roads. These projects are designed to bring sanctions for traffic violations to the minimum necessary level of adequacy [1]. The presence and perceptibility of sanctions is one of the elements of an effective traffic safety management system. But not the only one.

This opinion text has been initially published in the Ukrainian language on the website of NGO CEDEM on 26.06.2025.

As expected, the news about these draft laws caused not only positive but also negative reactions on social networks. Some comments and questions from the audience are quite reasonable. For example, the idea that speed limits established “in kind” in Ukraine often raise questions. Sometimes the signs are not where there are real risks: there are still a few kilometers to the village, and drivers can already see its name on a white background (limit 50). Or the speed limits have no logical reason: on a flat and straight section of the road, suddenly there are signs “60” or even “40”. Why? Why? “To stand in the bushes and collect money?”, - write commentators . Every driver can recall dozens of such strange locations.

The placement of signs and markings on roads can be perceived as an applied part of the Road Traffic Rules (SDR). The general part of the SDR (the book) says: follow the requirements listed here, as well as the requirements of signs and markings. The Code of Administrative Offenses says: for non-compliance, there will be such sanctions. In Ukraine, everything is relatively good with the general part of the SDR, it is gradually getting better with the sanctions in the Code of Administrative Offenses, but with the applied part, everything is still bad. And so far there is no movement towards improvement.

The theory states that rules must be perceived by people as rational and justified, only then can one hope to comply with them [2]. If a rule is absurd, it is massively disregarded or completely ignored. Then the real norm of behavior contradicts the formal norm of law. Ukrainian roads are a vivid empirical proof of this theory. The placement of signs and markings is often so questionable that many drivers – if not the majority – have developed the habit of simply not noticing them for years. They rely on their experience, knowledge of the road, and assessment of distances and speeds. And everything works out well, people drive like this for decades. Until a disaster occurs. Some tend to blame the police. However, police work when the rules are unreasonable cannot bring long-term results. This myriad of prohibitions only exhausts the resources of law enforcement officers and sets people up negatively.

Now that fines will be imposed for exceeding the established speed limit by 10 km/h, it is still worth raising this question: why are road signs in Ukraine placed exactly like this? There is no specific answer. This is how it happened historically. Somewhere – since the 1960s, somewhere – since the 1990s, somewhere – since the 2000s.

We in the Campaign for Safe Roads team also drive on Ukrainian roads. And we also see this historical inadequacy. Previously, we tried to change this situation to a more reasonable one, but then we failed to put pressure on it. Perhaps now is the time to return to this idea and, in addition to rational sanctions for traffic violations, finally put things in order with the placement of speed limits. They should be reasonable, that is, correspond to the risk factors present on a specific section.

In 2018, CEDEM, together with the Reform Support Team at the Ministry of Infrastructure, developed two short but meaningful methodologies for setting restrictions in populated areas. These methodologies were discussed and were generally supported by interested organizations: the ministry, Ukravtodor, and the Patrol Police. Civil society organizations and international experts also expressed their support. The methodologies are still published on the website of the Ministry of Infrastructure (now the Ministry of Development). It is time to raise these developments and start turning them into reality, and, of course, to develop similar approaches for setting signs outside populated areas.

When road restrictions are set reasonably and justifiably, then we can rightly ask drivers to comply with them – and expect 80-90% to do so. As for the rest, even tougher sanctions than in the current draft laws will be needed.

The inventory and Europeanization of signs and markings will solve two other related problems:

1. Roads overloaded with road signs. According to the author, approximately 70-80% of signs can be removed from our roads without any negative consequences for traffic safety. After all, cluttering the roads with signs and outdoor advertising is bad. In such a stream of information noise, even adequate and calm drivers may not notice an important road sign. And if there are fewer signs, then there will be more attention to them, and less money will be needed to install and replace them (budget money must be saved in wartime).

2. Variety of approaches to the use of markings and signs in different regions . Driving along one long highway – for example, the E50 corridor from the Carpathians to the Dnieper – one can notice striking differences in local road traditions. For example, in Vinnytsia region everything is cheerful and light green – there is a strange tradition of using a “yellow-green border” simply on all possible signs, even bus stops. Although each individual sign corresponds to the agreed traffic organization scheme, which in turn corresponds to the DSTU, all this together does not constitute a manifestation of a systematic state approach to traffic safety. This is not Europe.

My proposal to the group of people's deputies, the leadership of the Patrol Police Department and the State Reconstruction: in parallel with the changes regarding sanctions , launch the process of modernization and Europeanization of markings and signs on the roads of Ukraine. This process does NOT require changes to the legislation and almost does not require money. All that is needed is goodwill, cooperation, and political leadership.

One way to start is to agree on a common methodology and implement it in practice on one or more international highways. For this, it is appropriate to use digital technologies to make the “inventory” faster and more efficient. Fortunately, Ukraine has had a model of all major state roads in digital form for quite some time. The inventory should include not only signs, but also markings. For example, in many places in Ukraine overtaking is prohibited (solid line) in places where it can and should be allowed. And there are also situations when the requirements of the signs contradict the requirements of the markings.

Dear Parliament Members, heads of the Ministry of Development, State Reconstruction Agency and the Patrol Police Department! I propose that we continue to move together towards systemic management of road safety. Let's change state policy in a comprehensive, balanced, and reasonable way. People will see and evaluate this positively. And also - very importantly - such work will save hundreds or even thousands of lives in the coming years.

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About the author:

Viktor Zagreba – Analyst of the Campaign for Safe Roads (CEDEM), founder and chairman of the board of the NGO “Vision Zero”, graduate of the School of Public Policy of the University of Maryland (USA, 2013), advisor to the Minister of Infrastructure of Ukraine (2019-2021).

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[1] This concerns draft law 12172 of 01.11.2024 (people's deputies Oleksandr Gorenyuk, Serhiy Ionushas, Maksym Pavlyuk, Serhiy Minko, Olena Vintonyak, Yevheniy Brahar, Oleksandr Gorobets, Oleh Kolyev) and draft law 13314 of 05.26.2025 (people's deputies Volodymyr Kreydenko, Oleksandr Gorenyuk, Serhiy Velmozhny, Vadym Halaichuk, Oleksandr Bakumov, Nelli Yakovleva, Oleksandr Sukhov, Dmytro Hurin, Nataliya Pipa, Yaroslav Yurchyshyn, Olena Vintonyak, Tamila Tasheva, Pavlo Frolov, Ihor Kisilov, Valeriy Zub, Lada Bulakh, Mykhailo Laba).

[2] Scientific justifications and examples of successful international practices can be found in the 2022 CEDEM analytical report: https://cedem.org.ua/analytics/stiagnennya-dorozhniy-rukh/

Ukraine has one of the largest electric public transport networks in Europe. However, this advantage faces huge challenges. Cities urgently need significant investments to update and modernize systems, and therefore to improve the quality of transportation. Attracting external financing, developing modern project documentation and, above all, updating the outdated regulatory framework are becoming critically important for their future development. The NGO “Vision Zero” in its study emphasizes that without a systemic reform of the regulatory framework, it will be impossible to achieve these goals.

This was discussed on August 21, 2025 during the presentation of the study “Comparative analysis of legislative and technical standards for electric public transport in Ukraine and EU countries.” The event was attended by 33 people from 21 cities of Ukraine: representatives of municipal enterprises operating electric public transport, municipalities, and public organizations.

Video recording of the event:

Main barriers to modernization

The study showed that existing Ukrainian regulations, developed during the Soviet era, are outdated and create serious obstacles to the development of modern electric transport. In particular, experts identified the following problems:

• Unjustified bans : Ukrainian standards block the use of technologies that have long been successfully operating in EU countries.
• Unnecessary regulations : standards regulate not the end result, but the method of construction, which limits engineering flexibility and the introduction of innovations.
• Excessive requirements : The outdated "all or nothing" approach creates unnecessary barriers to project implementation.
• Templated design : engineers are forced to use Soviet schemes, without taking into account the specifics and needs of a particular city.

A systematic approach is the key to success

To overcome these problems, experts propose a comprehensive reform based on the principles of European law. The main proposals include:

1. The principle "works in the EU - allowed in Ukraine" : this will allow us to abandon outdated norms and introduce modern technologies.
2. Transition to parametric regulation : Instead of directive guidelines, clear performance indicators need to be established, which will give engineers more freedom.
3. Empowerment of municipalities : local governments should be given more opportunities to implement projects.
4. Complete abandonment of GOSTs : final harmonization with European standards is a key step for attracting international investment and urban renewal.

These changes will allow not only to modernize existing systems, but also to attract the necessary investments for the restoration and development of urban electric transport in the post-war period.

To view and download the study, click on the image:

About the project:

The materials were developed within the framework of the project “Reform of Electric Public Transport of Ukraine”, which was implemented by the NGO “Vision Zero” from August 1, 2024 to September 30, 2025. The project was implemented in cooperation with the Association “Energy Efficient Cities of Ukraine” within the framework of grant support from the European Climate Foundation. Responsibility for the information and views expressed in the materials lies with the authors of the study. The European Climate Foundation cannot be held responsible for any use of the information presented in the studies and does not necessarily share the opinions, assessments and conclusions given in them.

The NGO “Vision Zero” has presented two new studies on the state of electric public transport in Ukraine. The materials analyze how effectively the sector is operating and what needs to be changed to bring it up to modern European standards.

Comparison of legislation and technical standards of Ukraine, the Czech Republic and Italy

The first study, “Comparative analysis of legislative and technical regulations for electric public transport in Ukraine and the EU” , compares Ukrainian regulations and standards with European ones. The authors analyze how Ukraine can adapt its regulations to successfully modernize and rebuild its electric public transport infrastructure.

The document reveals what exactly is the difference between Ukrainian and European norms, what changes need to be made to the legislation so that the norms cease to be overly restrictive, and what is needed to harmonize standards with the EU in order to achieve development.

Energy efficiency of electric public transport enterprises

The second study, "Energy Efficiency of Electric Transport Enterprises in Ukraine" , is devoted to practical aspects of urban electric transport - energy consumption. The study assesses how Ukrainian enterprises use electricity and offers recommended ways to increase energy efficiency. A comparison was also made with a similar electric public transport enterprise in Poland and a rating of the most energy-efficient cities in Ukraine was compiled.

These studies are an important step towards modernizing and improving the efficiency of Ukrainian public transport. You may access the texts of the studies (in Ukrainian) at the links below to learn more:

1. Comparative analysis of legislative and technical regulations regarding electric public transport in Ukraine and EU countries
2. Energy efficiency of electric transport enterprises in Ukraine

About the project:

The materials were developed within the framework of the project “Reform of Electric Public Transport of Ukraine”, which was implemented by the NGO “Vision Zero” from August 1, 2024 to September 30, 2025. The project was implemented in cooperation with the Association “Energy Efficient Cities of Ukraine” within the framework of grant support from the European Climate Foundation. Responsibility for the information and views expressed in the materials lies with the authors of the study. The European Climate Foundation cannot be held responsible for any use of the information presented in the studies and does not necessarily share the opinions, assessments and conclusions given in them.

The Konotop tram system is a unique phenomenon. It was created after World War II as a project to restore and modernize the city. The infrastructure was built by the community itself using the "people's construction" method on city-wide roads during 1949.

Over time, the rolling stock has been updated, and the network has expanded from 3 to 27 km. The city seeks to preserve and develop its unique tram system, which requires a strategic approach based on successful EU practices.

The Strategy for the Modernization and Development of the Konotop Tram System was developed with the expert support of the NGO “Vision Zero” in 2024-2025. The document defines a long-term vision for the tram network. The Strategy contains an analysis, defines goals and objectives, and also offers a sequence of implementation and recommendations for increasing the energy efficiency of the municipal enterprise.

Vision of the future

In 2050, Konotop's tram system is the foundation of the city's mobility: it is a modern, integrated, energy-efficient mode of transport, providing fast and comfortable travel for all residents. The system is completely new, although it includes well-restored and preserved elements from the past.

Development principles:

1. Maximum preservation of the existing network - development is carried out with maximum reliance on existing tracks in order to avoid high costs and preserve the historical and functional value of the system.

2. Focus on serving dense development and points of attraction - priority is given to routes and sections that provide connections to areas with high population density, large enterprises, educational and medical institutions, administrative and cultural centers.

3. Increasing the efficiency of the network - attention is paid to reducing delays on routes, reducing traffic intervals, stability of schedule compliance, tram priority at intersections, and reducing operating costs through technical modernization.
4. Integration with the bus network - the formation of a single public transport system, where the tram serves as the backbone of the network, and buses provide coverage of remote areas.

5. Intermodality - connection with external transport hubs and convenience of transfers.

6. High standard of infrastructure - ensuring high quality of rail laying, which allows to increase technical speed and smooth running. Minimization of noise and vibrations through the use of modern technologies.

7. High requirements for the quality of passenger infrastructure - the goal is to ensure barrier-free stops and tram cars, the presence of covers, benches, timetables and lighting.

8. Realism of implementation and cost-effectiveness - solutions must meet the financial and institutional capabilities of the city, the state, and international partners, taking into account the attraction of external grant funding.

9. Improvement of related urban infrastructure - the reconstruction of the tram network should be used as an opportunity for a comprehensive renovation of streets, including engineering networks, hard surfaces, artificial lighting, and bicycle infrastructure.

Strategic goals

The city of Konotop has identified five strategic goals for the modernization and development of the tram system:

Goal 1. Safe tram network
The city aims to achieve zero accident rates on tram routes and completely eliminate accident-prone areas. This includes all types of accidents, including traffic accidents and power system failures.

Goal 2. Achieving the European level of services
As a result of modernization and development projects, the system will provide transport services that meet European standards of service level (Level of Service), in particular: frequency, speed, reliability, convenient pedestrian accessibility to stops (within a radius of 300-500 m), adherence to the timetable, availability of route information, integrated fare payment system, and barrier-free access.

Goal 3. Energy efficiency and resilience to crises
Formation of a tram system that consumes a minimum of energy per unit of transport work performed and is able to maintain functionality in conditions of natural or man-made emergencies.

Goal 4. Modernized infrastructure according to EU standards
Complete renovation of the track and energy infrastructure in accordance with European technical, environmental and safety standards, as well as a new (reconstructed) depot, proper arrangement of stops, turning circles, toilets and rest rooms for drivers, etc.

Goal 5. Full accessibility for all user groups
In the future, Konotop Tram will ensure the accessibility of its services for people with reduced mobility by producing at least 50% of low-floor cars on each route and ensuring barrier-free infrastructure at stops, including the presence of boarding platforms at the entrance level to the car.

EU successful practices as inspiring examples

The tram network in Daugavpils, Latvia (population 80,000) is almost the same age as Konotop, opened in 1946 and 33 km long. It is operated by the municipal enterprise SIA "Daugavpils satiksme", established in 2014 by merging the city's tram and bus operators. The enterprise operates 5 tram routes with a total length of 27 km and operates 45 cars, including KTM-5, Tatra T3D, 71-911 "City Star" models and the latest EVO1, assembled at the local locomotive repair plant "Daugavpils Lokomotīvju Remonta Rūpnīca" in cooperation with Czech partners. The company also operates 33 bus routes and operates about 60 buses. The company employs about 500 people and has an annual budget of about 10 million euros. About 45% of trams and all buses are low-floor.

Trams in Daugavpils in 2021 (source Wikipedia )

The tram network in Liepāja, Latvia (population 66,000) is the oldest in the Baltic States, opened in 1899. Currently, the city has one tram line, 7.9 km long, serving 18 stops. The tram network is operated by the municipal enterprise SIA "Liepājas tramvajs", founded on 14 October 1992. In 2023, the average number of employees was 80 people. The enterprise paid 1.32 million euros in taxes to the state budget, including 201 thousand euros in personal income tax and 389 thousand euros in social contributions. The tram fleet consists of 23 cars, including both old Tatra KT4 models (obtained second-hand from Germany) and 14 new low-floor TMK 2300 LT trams manufactured by the Croatian company Končar. The delivery of new cars was completed in November 2022 as part of the "Comprehensive Reconstruction of the Tram Route and the Surrounding Area" program worth almost 21 million euros, partially financed by the EU.

Tatra KT4 tram in Liepaja. Author: Kārlis.Paikens, alltransua.com

In Frankfurt (Oder), a German city on the border with Poland with a population of 60,000, trams have existed since 1898. The network currently consists of five routes with a total length of 37.9 km, serving 42 stops. The operator is the municipal company Stadtverkehrsgesellschaft GmbH Frankfurt (Oder) (SVF), founded on July 1, 1990. The company also operates the city's bus network. The tram fleet includes 15 Tatra KT4DM cars, 8 GT6M low-floor cars and 13 new Škoda ForCity Plus 46T cars, deliveries of which began in 2024.   The bus fleet consists of 26 buses, mainly MAN, including hybrid and liquefied natural gas powered buses.   There are 10 bus routes in the city, including two night routes. The total length of bus routes is 113.3 km, with an additional 22.6 km of night routes.  

Tatra KT4DM tram in Frankfurt/Oder. Author: Matel6380, alltransua.com

More information in the project materials and the text of the Strategy

Files for viewing and downloading (PDF):

Text of the draft Strategy for the Modernization and Development of the Tram System of Konotop (in Ukrainian)

About the project:

The materials were developed within the framework of the project “Climate-neutral and accessible transport infrastructure of Konotop”, implemented by the NGO “Vision Zero” from 01.11.2024 to 31.05.2025. The project was implemented in cooperation with the Konotop City Council within the framework of grant support from the European Climate Foundation . Responsibility for the information and views expressed in this document lies with its authors. The European Climate Foundation cannot be held responsible for any use of the information set out in this Strategy and does not necessarily share the opinions, assessments and conclusions expressed in it.

The following worked on the project:

From the side of the city of Konotop: Mayor Artem Semenikhin, Deputy Mayor Svitlana Samsonenko.
KP “Konotop Transport Department”: Director Viktor Tymoshenko, Acting Director Natalia Yablonska, Chief Engineer Serhiy Tyagniy.
Department of Urban Planning and Architecture: Olena Sydorenko.
Economics Department: Olena Kovalenko.

From the public organization “Vision Zero”: Chairman of the organization's board and project manager Viktor Zagreba, coordinator Kateryna Lozovenko; expert team: Anton Gahen, Yuriy Lozovenko, and Artem Polyukh.

Cover photo: Konstal 105Na tram, alltransua.com

The study “Energy Efficiency of Electric Transport Enterprises in Ukraine” was conducted during 2024–2025 by the public organization “Vision Zero” (Ivano-Frankivsk) in cooperation with the Association “Energy Efficient Cities of Ukraine”.

Research objective:

1. determination of specific energy consumption indicators of different types of rolling stock in cities and in Ukraine as a whole;
2. identification of weaknesses in the energy efficiency of electric transport enterprises;
3. assessment of the needs and effects of implementing possible energy efficiency measures.

The methodology included several key steps:

• Data collection: A request was sent to 21 Ukrainian cities with electric transport and data was received from 17 Ukrainian municipal electric transport enterprises . Other enterprises refused to provide data or provided limited data. Requests were sent to 16 electric transport enterprises in the EU and Switzerland , and data was received from one - Miejskie Przedsiębiorstwo Komunikacyjne w Krakowie.
• Calculations of specific energy consumption indicators for rolling stock with different types of traction control systems and the share of costs for technological needs for the cities participating in the study.
• Additional sources: Open sources and scientific studies related to the topic were collected and analyzed.
• Interviews with experts: Conversations were held with representatives of some electric transport operators.

The study allowed us to structure and highlight:

• Absolute energy consumption indicators, financial assessment of energy consumed;
• Relative energy consumption indicators: per 1 km, per 1 passenger;
• The difference between cities in energy consumption and energy efficiency;
• Energy consumption structure and assessment of technological losses;
• Energy profiles of utility companies.

Author of the study: Vyacheslav Skryl

Project Manager: Viktor Zagreba

Acknowledgements: We would like to express our gratitude for the cooperation and participation in the research to the leaders and teams:

• Association “Energy Efficient Cities of Ukraine”
• KP "Vinnytsia Transport Company"
• KP "Electroavtotrans" (Ivano-Frankivsk)
• KP "Konotop Transport Department"
• KP "Dniprovskyi Elektrotransport"
• KP "Transport" of the Kamianka City Council
• LKP "Lvivelectrotrans"
• KP “Mykolaivelectrotrans”
• HKP "Electrotrans" (Khmelnytskyi)
• KP "Chernivtsi Trolleybus Administration"
• KP "Poltavaelectroavtotrans"
• KP "Electroavtotrans" (Sumy)
• KP "Zhytomyr Tram and Trolleybus Administration"
• KP "Lutsk Electric Transport Enterprise"
• KP "Rivneelectroavtotrans"
• KP "Zaporizhelectrotrans"
• KP "Odesamiskelektrotrans"
• KP "Chernihiv Trolleybus Administration"

The study formed the basis for recommendations that will be published in a separate document.

Files for viewing and downloading (PDF):

About the project:

The materials were developed within the framework of the project “Reform of Electric Public Transport of Ukraine”, implemented by the NGO “Vision Zero” from August 1, 2024 to September 30, 2025. The project was implemented in cooperation with the Association “Energy Efficient Cities of Ukraine” within the framework of grant support from the European Climate Foundation. Responsibility for the information and views expressed in this report lies with the authors of the study. The European Climate Foundation cannot be held responsible for any use of the information presented in this study and does not necessarily share the opinions, assessments and conclusions given in this report.

Cover photo: Rooftop solar power plant, Vinnytsia Transport Company

Konotop is a city in the northern part of Ukraine, in Sumy Oblast, located 240 km from Kyiv and 90 km from the border with the Russian Federation. The population is about 85 thousand people (as of 2022). At the beginning of the full-scale invasion, the city was surrounded, but withstood and was not occupied by Russia.

One of the main objects of the city is the square in front of the railway station. The reconstruction of this square is included in the list of strategic projects of the city, approved by the Program for the Comprehensive Restoration of the Territory of the Konotop Urban Territorial Community.

In 2024-2025, within the framework of a memorandum of cooperation with the city, the project team of the public organization “Vision Zero”, with the involvement of the community and other stakeholders, developed a Concept for the reconstruction of Pryvokzalna Square in the city of Konotop, Sumy region.

Basic principles and philosophy of the project

The concept is based on three key principles that define its modern and future-oriented approach:

• Universal design: the infrastructure of the square will be as convenient as possible for all categories of the population, eliminating the need for further adaptation.
• Human-centricity: The main focus of the project is on human needs, comfort and perception. Motor transport will no longer dominate public space.
• Climate resilience: Solutions are being implemented that take into account the increasing frequency and intensity of extreme weather events, such as heat, droughts, heavy rains and frosts.

Voice of the community: workshop results

An important component of the reimagining of the square was a planning workshop held in November 2024 in Konotop. The event was attended by 30 representatives of the city community of different ages, genders, and economic status. Thanks to this event, it was possible to identify the key needs and expectations of residents from the future square, which were carefully worked out by the planning team and integrated into the development of the concept.

Planning workshop with community representatives of Konotop (29.11.2024)

Among the main wishes of the community identified as a result of the workshop:

• Barrier-free space: free movement for everyone.
• More greenery and shade: transforming a gray asphalt space into a green oasis.
• Relaxation areas: an opportunity to pause, relax and spend time.
• Convenient transport hub: comfortable transfers between trams, buses, cars and taxis.
• Food establishments and shops: the importance of their presence near the square.
• Parking: provision of spaces for cars and bicycles.
• Restoration of the fountain: the return of a historical element of the square.
• Honoring the Konotop tram: emphasizing the city's unique phenomenon.
• Photo zone: creating a recognizable place for memorable photos.

Area plan and object designations

Visualizations of project implementation

Multifunctionality of the square after reconstruction

The concept for the reconstruction of Pryvokzalnaya Square provides for its multifunctional use, including:

• Transport function: optimized infrastructure for passenger arrival and departure, meeting and seeing-off, including modern sidewalks, tram stops, city and suburban buses, taxis, a passenger drop-off area, parking, and a developed bicycle infrastructure.
• Staying and socializing: creating comfortable areas for waiting and spending time, equipped with benches, landscaping, a fountain, and bicycle infrastructure.
• Trade and catering: the opportunity to purchase groceries, ready meals, and drinks. It is planned to place commercial establishments and even arrange a cafe in the shape of an old tram.
• Image function: creating a positive impression on city guests and an attractive place for photography, which will become a symbol of the restoration and development of Konotop. This will be achieved through attractive spaces, high-quality materials, modern street furniture, a fountain and bicycle infrastructure.
• Urban planning function: The square should become one of the main public centers of the city, which will contribute to the further development of the service sector, trade, catering establishments, office buildings, and hotels.

Barrier-free space is a priority for reconstruction

In accordance with the National Strategy for Creating a Barrier-Free Space in Ukraine for the Period Until 2030 and the current DBN V.2.2-40:2018 “Inclusivity of Buildings and Structures”, Pryvokzalna Square will be a barrier-free space after reconstruction. The project provides for:

• Lowering to zero at crossings: all crossings across the square will be equipped with lowered curbs to the level of the roadway or made at the same level as the pedestrian part.
• Raised pedestrian crossing over Svobody Street: cars will be raised to cross the crossing, instead of pedestrians having to go down onto the road.
• Tactile coating: special orientation and warning strips for people with visual impairments.
• Wide aisles and entrances: Sufficient width of routes for free movement, including for people in wheelchairs or with other mobility aids.
• Ramps at the entrance to the park: convenient access for people in wheelchairs, with strollers, suitcases and bicycles.
• Platforms at public transport stops: provided that low-floor rolling stock is used, this will ensure convenient and barrier-free boarding and alighting of passengers.

Climate resilience

After reconstruction, the area will be adapted to future climate changes thanks to the following solutions:

• Trees and fountain: 264 new trees create natural shade for people and parked cars, reducing the temperature in the square on hot days. And the fountain, in addition to cooling, also humidifies the air, improving the microclimate;
• Canopies (pavilions) at bus stops: protect people from overheating in direct sunlight, as well as from rain, snowfall, and strong winds, ensuring comfortable waiting for transport in any weather;
• Paving instead of asphalt: concrete paving elements have significantly lower thermal conductivity than asphalt, which helps reduce heating of the area in summer;
• Grass cover (14,571 sq. meters): these are lawns, green roofs of bus stop pavilions, and eco-paving in the parking lot, which work on the principle of a "green sponge", absorbing rainwater and reducing the risk of flooding.

Sustainable urban mobility

The concept prioritizes sustainable mobility: instead of a continuous space for cars, there is a square where pedestrians, cycling and micromobility, as well as public transport (in particular trams) come first. The square is a transport and transfer hub between public transport modes (urban, suburban, intercity) and mobility modes (e.g. rail - bicycle).

Landscaping and parking

The concept of the new area involves reducing non-functional areas of the roadway: instead of a continuous parking area, pedestrian spaces, landscaping, catering services, public transport stops, recreation areas, etc.

Files for viewing and downloading (PDF):

About the project:

The materials were developed as part of the project “Climate-neutral and accessible transport infrastructure of Konotop”, implemented by the NGO “Vision Zero” from 01.11.2024 to 31.05.2025. The project was implemented in cooperation with the Konotop City Council within the framework of grant support from the European Climate Foundation ( The European Climate Foundation (ECF) in 2024-2025. Responsibility for the information and views expressed in this project lies with its authors. The European Climate Foundation cannot be held responsible for any use of the information presented in this publication and does not necessarily share the opinions, assessments and conclusions expressed in it.