Guidelines for innovative mobilityin weak demand areas

Understanding the problem and approaching the solution

Limit4WeDA - Light Mobility for Weak Demand Areas

Partner responsabile: Regione Lazio

Editing by: Regione Lazio

Direzione Regionale Territorio, Urbanistica, Mobilità e Rifiuti

Guidelines for innovative mobilityin weak demand areas

Understanding the problem and approaching the solution

Lazio Region, for the execution of the Project, has availed the technical support of AREMOLRegional Agency for Mobility - and the scientific collaboration of CTL - Sapienza University of Rome

Rome May 2013

This publication was printed with MED European Program funds

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Guidelines for innovative mobility in weak demand areas

Understanding the problem and approaching the solution

Table of contents

Foreword 5

Introduction 8

1 Transport issues in Weak Demand Areas 12

1.1 What is a WDA? 12

1.2 How to identify and classify WDA? 12

1.3 Which requirements for transport in WDA? 19

2 Analysis of innovative solutions 21

2.1 Innovative solutions: concepts and cases 21

2.2 Pilot projects on innovative solutions 30

2.3 Implementation processes and success factors 40

3 General recommendations 44

3.1 On innovative solutions for WDAs 44

3.2 On users empowerment 50

3.3 On advanced applications 53

4 Transferability and funding 56

4.1 How to conduct a transferability analysis 56

4.2 Funding of innovative solutions 62

5 Measuring the accessibility 64

5.1 Opportunities to use indicators 64

5.2 Issues when measuring accessibility 65

5.3 Key indicators 66

5.4 The use of indicators: data collection 75

5.5 The assessment of the indicators 76

References 77

5

Foreword ThepresentbookisintendedtoillustratethefindingsoftheLIMIT4WE-

DA project on the issue of innovative transport systems for the improvement of

accessibilityofweakdemandareas(WDA),andspecificallytoproviderecom-

mendations to those interested to understand the issue and approach possible

solutions.

TheLIMIT4WEDA–LightMobilityandInformationTechnologiesFOR

Weak Demand Areas project (2010-2013) has been approved and funded in the

frameworkoftheMEDProgrammeoftheEuropeanCommission(2007-2013).

The project partnershipwasmade of nine partners from sixCountries of the

MEDarea.TheycoverallthegeographicextentoftheMEDarea,andrepresenta

variety of local situations with common mobility problems at different level and

in different socio-economic contexts. From Italy three partners represent decision

makers at the different institutional levels: regional (Lazio Region), provincial

(Province of Pavia) and municipal (Municipality of Perugia).FromCypruslo-

cal stakeholders are involved by experts (Troodos Regional Tourism Board and

Cyprus Center for European and International Affairs).FromSpaintheBNC

agencyfromBarcelonaisinvolved.TransportinnovationexpertsarefromMalta

(MIEMA) and Greece (BIC of Epirus), while the association of mountain regions

(AEM) is from France.

TheprojecthasbeenledbytheLazioRegionTransportDirection(Italy)

and coped with the mobility problems in areas affected by weak demand of tran-

sport,characterizedbyinefficientpublictransportsystemsandwidespreaduse

of private car.

AimoftheLIMIT4WEDAprojectwastoenhance,support,integratelocal

publictransportmakingitmoreflexibleandlessexpensivethrough:

- Territorial cooperation: nineorganizations fromsixEuropeanCountriesof the

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MEDarea,affectedbytheproblemofmobilityinweakdemandareas,haveput

in action a platform for knowledge exchange, benchmarking of success cases and

transferability analysis.

- Pilot projects of innovative transport solutions: a number of pilot projects concer-

ning innovative solutionsofflexible transport systems inweakdemandareas

have been conducted within the project.

- Sensitization of decision makers: the presence in the project of public institutions

at regional, provincial and local level, along with academics and territorial as-

sociationsallowedtoenhancedecisionmakersawarenessbymeansofspecific

knowledge and recommendations.

LIMIT4WEDAintended toachieveconcrete resultsadoptinganholistic

approach, thus individuating both success factors and barriers to the actual im-

plementation of innovative systems.

An extensive analysis of past and current experiences has been conducted,

also oriented to study implementation processes in order to better assess the tran-

sferabilityofsolutions.Itiswidelyrecognizedbythescientificcommunitythat

most of the attempts to introduce innovative transport systems (light mobility so-

lutions, technology based solutions, etc.) failed because of the lack of comprehen-

sion of the implementation process and because it is not true that a solution suc-

cessfully implemented in a certain area will be effective in another area.

Transferabilityassessmenthasbenefittedalsoofthepresenceofpartners

fromsixcountriescoveringalltheMEDarea.Whenaddressingtheimplemen-

tation process the need to investigate business models to make the innovative

systems economically viable arises. The pilot projects implemented by the project

contributedalsotoawarenessrisingofcitizensandtostimulatepublicbodiesto

take decisions.

Additional information on the project and downloadable material can be

found at: www.limit4weda.eu.

The book is in the form of guidelines and provides general guidance on

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the comprehension of the problem and on the solutions already available, inclu-

ding indications on how to evaluate the transferability to another context and on

how to assess the accessibility of the implemented transport system.

Thebookisdividedintofivesections.

- Section 1introducestheproblemoftransportinWDA.Itprovidesdefinitions,

amethodtoindividuateandcharacterizeWDAandillustratesthemainrequire-

ments for transport services in WDAs.

- Section 2 illustrates concepts and cases of innovative solutions for transport in

WDA, on the basis of past initiatives and with the support of practical experien-

ces conducted by the project partners. The analysis of implementation processes

and success factors of these experiences is included.

- Section 3 provides general recommendations on the innovative solutions illu-

strated in section 2, on the basis of the evidence from past projects and the expe-

riences conducted by the partners. The section includes also recommendations

on advanced aspects of such solutions that are emerging and will be characteri-

zingfuturedevelopmentsinthefield.

- Section 4 illustrates a method to evaluate the transferability of solutions from a

specificcontext(e.g.WDAinanothercountry)toanotherhavingsimilarissues.

The section also includes some indications regarding the funding of solutions.

- Section 5 illustrates a method for measuring the accessibility of a transport

service. The method is to support practitioners who approached the problem of

innovative transport in WDAs to assess the system, before and after, also to indi-

viduate possibility of improvement.

8

Introduction

European transport systems play a key role in the transportation of

peopleandgoods,andareessentialtoEurope’sprosperity,beingcloselylinked

to economic growth. Despite the progress made in recent years in improving

accessibility for all, it is estimated that 10 to 20 percent of European citizens,

including disabled people and older people, are still experiencing barriers and

limited accessibility to public transport (EMCT2006). These barriers limit the

possibilities and opportunities for employment, social and leisure activities, and

full participation in society and favor the predominance of car-based mobility.

Also, the demand for accessible transport will increase, as a result of the

rapid growth in the number and proportion of older persons aged 60 years and

above. There has been a rapid and unprecedented growth in the number and

proportion of older people, and the majority of older people live in cities.

Demographic trends are important for planning the future development of

Europeintermsofurbanpublictransports.Someliteraturereferstoademographic

transitiontrend:by2060,themedianageoftheEuropeanpopulationisprojected

to be more than 7 years higher than today and the number of people aged 65 or

more is expected to represent 30% of the population as opposed to 17% today. An

ageing society will place more emphasis on the provision of transport services

involving a high level of accessibility, perceived security and reliability, and which

featureappropriate solutions foruserswith reducedmobilityor lowfinancial

capacity. Designing public transport modes and systems coping with this new

reality implies making them accessible, safer, inclusive and more user friendly

for all passengers in all the territories.

TheEuropeanCommissionstatedthat“mobilityshouldnotberegarded

simply as a convenience or even a social and economic necessity. It should be

regardedasarighttowhicheveryoneshouldbeentitled…”(COM(2000)284).

From this communication it is clear that accessibility and mobility issues are now

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dealt with in the light of equal opportunities and the right to participate.

TheMEDProgrammeoftheEuropeanCommission(2007-2013)addressed

specificallythepromotionofterritorialcohesionandtheimprovementofspatial

accessibility, along with the use of information and communication technologies to

open up isolated territories, providing access to services (e.g. through on-demand

transport systems), information on transport services (e.g. through infomobility

solutions) and thus stimulating the development of economic activities.

Accessibilityisacommonissueinspecificterritoriescharacterizedbylow

demand for public transport services, the so-called weak demand areas. These

aregenerallycharacterizedbydiversifiedusers,lowdensityofpopulation,high

housing scattering density and differentiated transport demand. In this context,

conventionaltransportsystemscanbeinefficientintermsofcostsandleadtothe

predominance of car-base mobility, posing directly environmental problems and

indirectlyinvolvingequityandinclusionproblemstocitizens.

The research of solutions to accessibility problems for transport in weak

demand areas have been approached by a number of initiatives in the past, some

oriented to technologies and other to transport systems. Some of them are listed

below.Foramoredetailedanalysisseethe“Analysisofexistingapplications”

document available on www.limit4weda.eu.

NICHES (EC under FP6) analyzed and discussed innovative urban

transport and mobility systems, providing research and policy recommendations

for decision makers to facilitate the implementation process of innovative urban

transport concepts, among which the promotion of ITS solutions for Demand

Responsive Transport (DRT) services or the use of “Call-a-bus Services” to

promote the urban sprawl.

CyberMove(ECunderFP6)demonstratedtheeffectivenessofCybernetic

Transport Systems in solving city mobility problems. The project proved that they

can be successfully employed for short distance transport services like feeders

forthemainpublictransportnetwork.CTSaresuitableforimprovingterritorial

accessibility in areas affected by weak demand of transport.

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The SAMPLUS project (EC under FP4) demonstrated the benefits of

telematics-basedDRTtopublictransportoperatorormunicipalauthorities(e.g.

reduction of operating costs in comparison with alternative means that satisfy

transport needs) and to the community (i.e. improved accessibility and service to

a wider geographic area than conventional public transport).

TheCIVITAS Initiativefinancedseveralprojects focusedonsustainable

mobilitystrategies thatshouldmakearealdifferencefor theEuropeancitizen

welfare.For instance,SMILEprojectstudiedbarriersanddriversofa“Dial-a-

Ride”publictransportservice.

TheAGATAproject(INTERREGIIIBMEDOCCprogramme)studiedthe

needsandrequirementsofdifferenturban/extraurbanareasforrealisingflexible

mobility and user information services.

The SUNRISE project (INTERREG IIIC programme) introduced a

cooperation onDRT schemes among six EU regions in order to improve the

accessibilitytotransportservicesforall thecategoriesofcitizensandpromote

the exchange of experience and transfer of good practices between transport

operators.

TheCONNECTproject(ECunderFP6)establishedanetworkofEuropean

expertise in the domain of Flexible Transport Services.

NICHES+ (EC under FP7) promoted innovative measures for making

urban transportmore efficient and sustainable and tomove them from their

current“niche”positionintoamainstreamurbantransportapplication.Above

the main themes: innovative concepts to enhance accessibility, automated and

spaceefficienttransportsystems.

ACCESS ( INTERREG IV B), within the Alpine Space Programme of

theEuropeanCommission,aimedat improving theaccessibility to servicesof

general interest in sparsely populated mountain areas using information and

communication technologies (ICT) and fostering demand oriented, integrated

mobility systems.

LIMIT4WEDA,onthebasisofpastexperiencesandinitiativesaimedat

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creating a knowledge base, at supporting and integrating it with pilot experiences

in real situations and at disseminating such knowledge to the stakeholders and

decision makers. This added value action was intended to stimulate local actions

inthedifferentinvolvedCountriestoimprovetheaccessibilityofweakdemand

areas.

The two years and half cooperation work of the project partners has been

collected and complemented in order to prepare this book. Specifically, Lazio

Region (Italy), as lead partner, coordinated the preparation of the book and

contributedbysharingitsexperienceontheindividuationandcharacterization

of weak demand areas (WDAs), by means of the technical assistance provided

byAREMOL theLazioRegionMobilityAgencywith the scientific support of

CTL–CentreforTransportandLogisticsoftheUniversityofRomeLaSapienza.

BICofEpirus(Greece)contributedwithadetailedanalysisoftechnologiesfor

innovativetransportsystemsforWDAs.MunicipalityofPerugia(Italy),Troodos

and CCEIA (Cyprus), MIEMA (Malta) provided a fundamental contribution

with their pilot experiences of innovative systems conducted in their territories

during the project. Also the Province of Pavia (Italy) contributed with a pilot

project and additionally provided the analysis of implementation processes and

success factors.AEM (France) and BNC (Spain) contributed to dissemination

and communication activities also sharing their local experience on innovative

mobility in weak demand areas.

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1 Transport issues in Weak Demand Areas

1.1 What is a WDA?

Weak Demand Areas (WDAs) are portions of land, urban or interurban,

with low or medium-low demand of transport and/or characterized by

considerable space and time dispersion. WDAs can be of different levels: they

may refer to aggregations of municipalities or they may refer to areas inside the

municipal territory.

Theterminology“weakdemand”isdirectlyrelatedtothenumberoftrips

generated from the area, but may also refer to a degree of fragmentation of the

demand as to ensure that small groups (hamlets or scattered houses) generate

small levels of demand for mobility.

For example, medium or high levels of demand generated by a high total

numberoffractionsmeanthattheseareasarecharacterizedbyweakdemand.

AfurtherclassificationofWDAsisthefollowing:

-WDAscanbeidentifiedwheretransportdemandwillremainlowevenafter

the introduction of innovative solutions (e.g. mountain communities);

-WDAscanbeidentifiedwheretransportdemandwillraiseaftertheintroduction

of innovative solutions (e.g. municipalities or hamlets with high commuter

rates).

1.2 How to identify and classify WDA?

TheidentificationofWDAsmustbedoneconsideringthepresenceinthe

municipal area of a large number of hamlets and scattered houses that need to be

connectedwiththemainurbancenteroftheMunicipality(where,forexample,

commercialexercises,governmentoffices,transportnodescanbefound).

The hamlets (or settlements) can be defined, by example according to

the Italian institute for statistics ISTAT, as inhabited places characterized by

theabsenceofgatheringplacescharacterizingthetown,formedbyagroupof

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adjoining and neighbors houses, with at least five families, with intervening

roads, paths, squares, etc.

The “scattered houses” are defined as houses scattered throughout the

municipal area characterized by a distance between them so that you cannot

consider them inhabited nucleus.

Both these types of sites (hamlets and scattered houses) lend themselves

poorly to be served by conventional public transport systems (e.g. buses with

fixedtimeoperation),whichwouldbecostlyandinefficientforthemobilitylevel

of these areas (may require the joint of different routes with several stops, long

distances to be covered, low load factors, etc).

A large number of hamlets and scattered houses within a municipal area

further amplifies these considerations and reinforces the need to adoptmore

flexibleformsoflocalpublictransport.

Other situations that can be considered WDA are:

-Mountainous,ruralandlowlandmunicipalitieswithlowpopulationandhigh

dispersion which need several stops and different routes;

-Urbanareaswithweakdemandofmobilityinsomehoursorperiodsoftime;

-Situationssuchtomakeconventionalpublictransportservicesinefficientand

ineffectiveandforwhichitispossibleadoptmoreflexibleformsoftransportand

findalternativemobilitysolutions.

Methodologiestoidentifycanbefound.Anexampleispresentedbelow

andconcernsLatium(Italy).

Example of identification of weak demand areas in Latium

The analysis was prepared on the basis of the demographic characteristics

and the global mobility (the resident population, population density, population

trends,numberofdailytrips,etc.)oftheMunicipalitiesofLatiumregionandhas

identified34municipalities(mostofwhichwerethengroupedintothreeareas)

whereyoucanfind(asrequiredbyLegislativeDecreeno.422/97andsubsequent

amendments)proceduresforspecificperformanceofscheduledservices.

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Theanalysisisanupdateofthe“Studytoreviewandrationalizationof

publictransportservicesintheLazioRegionterritory”,carriedoutinorderto

determinetheprioritiesforunconventionalandflexibleLPTserviceswithinthe

municipalities.

In most municipalities of Latium, although large, are present several

hamlets and scattered houses for which the use of conventional public transport

services may not be efficient. It was therefore decided to focus on internal

problems in the municipalities and then on the structure of local public transport.

The identification of “weak demand municipalities” was then made

considering the presence in the municipal area of a large number of hamlets and

scattered houses that need to be connected with the main urban centers of the

City(whereyouwillfind,forexample,businesses,governmentoffices,transport

nodes).

The identification of weak demand areas into the municipalities has

been made taking into account the following four demographic and mobility

characteristics.

1. Residentpopulationinthemunicipality.

2. Number of villages and scattered houses within the municipality.

3. Number of daily trips, inside the city, made by people living in hamlets

and scattered houses (this value was estimated on the basis of the ISTAT data on

the demographic balance in 2006).

4. People living in hamlets and scattered houses.

The municipalities were divided into seven groups using a cluster analysis

based on these criteria. The cluster analysis combines the examined factors with

one of the groups according to their distance from the average value of the group.

In this analysis, for the creation of clusters,was used the Euclidean distance

definedbythefollowingformula:

where:

𝑑𝑑 𝑖𝑖, 𝑗𝑗 = 𝑃𝑃! − 𝑃𝑃!! + 𝑁𝑁! − 𝑁𝑁!

! + 𝑆𝑆! − 𝑆𝑆!! + 𝑃𝑃𝑃𝑃! − 𝑃𝑃𝑃𝑃!

!  

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i indicates the investigated element;

j denotes the average element of the group;

P is the value of the resident population in the municipality;

N is the number of hamlets and scattered houses in the town;

S indicatesthenumberoftraveltotheCitygeneratedby

scattered houses and villages;

PF value indicates the population living in villages and

scattered houses.

The City of Rome has been excluded from the groupings because its

characteristics and values of the three criteria are not comparable with those of

other municipalities in the region.

The grouping aims to identify the municipalities that have characteristics

of low demand relative to all the hamlets and scattered houses on their territory.

These characteristics, as mentioned earlier, let themselves to be better served by

local unconventional public transport systems.

To avoid that criteria with increased dispersion or different orders of

magnitude(inparticulartheresidentpopulation)wouldinfluencethecalculation

of the distance (higher orders of magnitude have a greater influence on the

distance),datawerestandardizedand itwasassumedthatallcriteriawereof

equal weight.

When defining clusters may happen that a municipality presents

distance values that are compatible with more than one group. So the inclusion

of a municipality in a group may not be unique. In these cases the method of

grouping assigns the municipality to a cluster randomly. In order to ensure

that municipalities with characteristics too far from the mean were included in

acluster,averificationofthevaluesofthecharacteristicsofeachmunicipality

compared to the average values of the cluster was made. Where these values

were discordant from the mean for at least two characteristics, the municipality

has been reassigned to another cluster.

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Table 1 Average values of selection criteria.

Cluster Resident Numberof Numberofdaily Resident

population of hamlets and movements population in

the municipality scattered houses hamlets and

scattered houses

Cluster1 5925 17 298 1987

Cluster2 1566 10 82 639

Cluster3 37181 8 409 1632

Cluster4 3617 4 117 608

Cluster5 8218 5 417 1883

Cluster6 33562 27 2029 6928

Cluster7 995 2 19 132

Figure 1 below shows the seven clusters obtained by cluster analysis. The

sevengroupsarecharacterizedbylevelsoftheselectioncriterialistedinTable

2;isalsoindicatedthelevelofpriorityaccordingtowhichunconventionalTPL

services should be implemented.

Theorderingofgroupswasdefinedtogiveprioritytomunicipalitiesthat:

- have, within their territory, a large number of hamlets and scattered houses, in

which it would be desirable to adopt an unconventional public transport service,

whichguaranteesahighdegreeofflexibilitybothintermsoftimeanddistance

(e.g. a transport service in which the path between a source and a destination is

notnecessarilyfixedbutvariesaccordingtothedemandsofusermobility).

- have an average resident population of the city and an average population

living in villages and scattered houses (neither too high or too low). In fact the

unconventional public transport services lend themselves to well work in not very

populated areas. The municipalities with low population are better candidates

to form aggregations of municipalities where to adopt public extra-municipality

transport services.

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- have a low-to medium-low mobility demand generated by scattered houses

and villages. This mobility demand is compatible with the characteristics of non-

conventional transport services. In particular, if the demand is high, it would

be cheaper to adopt local conventional public transport systems. The non-

conventional services are best suited to scenarios where mobility is not high and

themovementsarenotconcentratedinspecificperiods.

The priority level was calculated as the sum of the values assumed by

the criteria in each grouping. For the choice of values has been assumed a scale

ranging from 1 to 5, high values were assigned in the case of a wider response to

the above considerations.

Clusteranalysisshowsthatof378municipalitiesoftheLazioregion,26

belong to the group with the highest priority. These municipalities (with the

highest priority) are marked in red in Figure 1.

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Cluster Resident Numberof Numberofdaily Resident Total

population of hamlets and movements population in

the municipality scattered houses hamlets and

scattered houses

Priority 1 5 5 4 5 19

Priority 2 2 4 5 3 14

Priority 3 2 3 3 5 13

Priority 4 3 2 5 2 12

Priority 5 3 2 1 5 11

Priority 6 2 5 1 2 10

Priority 7 2 1 1 1 5

Figure 1 Municipalities grouping of Lazio region.

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1.3 Which requirements for transport in WDA?

Weakdemandareascharacteristics,possiblyrelatedtothedifficultiesof

linking resulting from the features of the territory, make traditional scheduled

publictransportservicesveryexpensiveandinefficientbyrequiringthearticu-

lation of different routes with several stops. Not to mention, if this is done with

standard vehicles (buses), they can travel the most of the route with few people

on board.

There’ssotheneedofunconventionaland/orinnovativetransportmodes

and services for WDA.

Comparedwith conventional regular public transport services in some

casesithasbeenproventhatinnovativeandflexibletransportsystemsareableto

offer a more cost-effective supply and, moreover, to provide increased mobility

for rural dwellers.

Unconventionalpublic transport servicescanbeusednotonly toserve

severalmunicipalitiescharacterizedbyweakdemand formobility,butalso to

ensure accessibility to municipal services to people not living in urban centers.

In several European countries (ARTS ) common obstacles could be

analyzed:infact,thedistinguishingdispersesettlementstructureandlowpopu-

lation densities as well as comparably high rate of car ownership all lead to a low

demand for public transport services. Furthermore the issue of public transport

in rural areas (typical weak demand areas) does not play an important role in

public transport policies of most countries.

Inthiscontextinnovativeandflexibletransportservicesaresuggestedto

have the following features.

- Demand responsive (adequate to mobility demand). First of all innovative and

flexibletransportserviceshavetobecosteffectiveandsoadeepandadequate

mobilitydemandsurvey isneeded to realizea tailoredservice.Commonpro-

blem of traditional transport services in weak demand areas is that they are cost

ineffectiveduetolowuserratesthatmagnifyfixedcosts.Forthisreasonanin

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depth transport demand forecast is needed to avoid waste of the transport ser-

vice. Flexibility is another important factor to reach the breakeven point in terms

ofcosts.Flexibility(nofixedservice)canledtosavingsintermsofwasteofthe

service.

-Availability to share.Thisaspect isdirectly linked to theflexibilityaspectof

innovative transport services for weak demand areas. Traditional bus lines are

ineffectiveforWDAandtherewouldbecaseswhereflexiblebusservicescould

be ineffective too. In these cases car-sharing, car-pooling and lift-sharing services

seemstobethebettersolutionbutit’sknownthatthereishastobeanavailability

to share from service users.

- Intermodal and multipurpose. Intermodal is a key aspect of innovative tran-

sport solutions. As already mentioned, an innovative transport solution has to

notbefixedandthismeansthatcanbetakenintoconsiderationanintermodal

servicetoworkinaWDA.Multipurposeisalsoanimportantaspecttotakeinto

accountwhendesigningatransportsolutionforaWDA.Lowdemandbringsto

difficultytoreachthebreakevenpointsoamixedservice(e.g.peopleandparcel)

canbe the idealsolution.However the legal frameworkusuallydoesn’tallow

mixingtransportpurposesorsimplydoesn’ttakeitintoaccountso,inthedefi-

nitionoftheinnovativetransportsolution,thelegalaspectissignificanttoreach

the success and to avoid useless waste of time.

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2 Analysis of innovative solutions

2.1 Innovative solutions: concepts and cases

A number of technologies and applications for innovative transport

solutionshavebeenanalyzedthroughdeskanalysis.Thefollowingcategorization

can be adopted to have a clear scenario as for the principal innovative solutions

for WDAs:

- Integrated ticketing

- Infomobility

- On-demand transport services

- Sharing-based systems

Concepts of the categories and a non-exhaustive number of existing

applications are presented below.

For detailed and additional information on the solutions above see also the

“Monographontheanalysisoftechnologiesforinnovativetransportsolutions

andapplications”availableontheLIMIT4WEDAwebsitewww.limit4weda.eu.

2.1.1 Integrated ticketing

Concept

The issue of integrated ticketing arises when a passenger intends to travel

using several transport modes and/or several transport operators within the same

mode. Such a service requires the availability of easily consultable information

on the various parts of the journey as well as the adoption of interactive

reservation systems which give the possibility to make reservations for the whole

journey. However, information is often available only separately for each mode

of transport and/or by operator.Consequently, the introduction of integrated

ticketing requires the development of integrated information, reservation and

sales systems.

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Furthermore integrated ticketing requires a high-level of coordination and co-

operation between all public transport providers and the suppliers.

The adoption of integrated ticketing systems guaranteeing the transparency

of the travel options and of the associated tariffs is an essential condition for a

user-friendly intermodal transport chain likely to attract numerous travelers.

Whatismoreparticularlymeantherebytheterm“integratedticket”isthe

conceptofthe“one-stopshop”,namelythepossibilityofobtainingasingleticket

(or all the necessary tickets) in one place and one single operation. To achieve

a fully integrated network the four basic strands of public transport operator

activity all need to be integrated.

Theservicenetworkwhichisbeing‘sold’topotentialcustomerscomprises:

theroutes;thestoppingpoints;thetimetables;the‘on-boardexperience’.

This integrated network of services must be supported, and preceded by,

integration in the other three strands: fares and ticketing, information provision

and infrastructure.

Cases

In the Province of Pavia there are currently some innovative solutions to

improve people mobility. Among these, starting from 2011, the Province of Pavia

has promoted two new kind of tickets, facilitated and integrated.

The private Swiss Travel System Ltd (Switzerland) implemented an

integratedticketingsystemonanetworkofmorethan20’000kilometersoftrain,

bus and boat routes offer a large selection of excursions.

In Perugia (Umbria, central Italy) the “UNICO PERUGIA” ticket is

available and allows people to travel on urban and extra-urban public transport

services,Minimetroservice,FerroviaCentraleUmbrarailways.

The Konus card example (Figure 3) makes use of experiences with job

tickets or student tickets, that it adapts to the case of tourism in the Black Forest.

Tickets are purchased automatically and en block for all users, as they register

at one of the accommodation facilities (hotel, B and B, campground). Konus, an

23

abbreviationfor“freeuseofpublictransportforBlackForestholidaymakers”

(inGerman:KostenloseNutzungdesÖPNVfürSchwarzwald-Urlauber),covers

since2005thewholeterritoryoftheBlackForest(andtheneighbouringRhine

Valley).

The contract, agreed with the regional tourism authority has recently been

reneweduntil2016.Itoffers“flatrate”publictransportaccessduringthetime

of the guests’ stay and is issued for 0,36 €/guest/daypaid togetherwith the

visitor’staxatcheck-in.

2.1.2 Infomobility

Concept

Infomobility generally focuses on the provision of en-route travelling

information to public transport users. The information can be sent via on-board

units, variable message signs, e-kiosks on streets and inside stations, and through

personal mobile devices. Infomobility enhances convenience and confidence

when travelling with various transport modes, particularly among public

transport users.

These services offer assistance to travelers whilst they are on their journeys,

anywhere and at any time.

- They enhance public transport modes by improving the quality of the service.

-Theservicescouldbe location-basedor tailored toan individual’sparticular

24

needs, and they could provide real-time information.

- Implementing Infomobility needs the integration of various information and

communicationtechnologies(ICT), includingmobilecommunication,wireless,

dedicated short range communication, Internet, satellite, and computing

technologies.

The key function of Infomobility is to provide support to travelers when

they are on their journeys. However, they can also contribute to:

- improve mobility and accessibility, as well as easing the use of transport systems;

-enhanceconvenienceandconfidencewhentravelling;

- increase travelefficiencyandgive theuser the feeling tobe incontrolof the

journey;

- achieve environmental objectives through modal shifts from private cars to

public transport, cycling and walking, if people are made aware of the better

valueandsocialbenefitsof“eco-friendlysolutions”.

When implemented in conjunction with a travel training scheme, it is more

likelythatuseofInfomobilitywillbeoptimizedandtheoverallpublictransport

experience enhanced.

TheDirective2010/40oftheEuropeanUnionontheframeworkforthe

deployment of Intelligent Transport Systems (ITS) is an important step forward

for the diffusion of Infomobility. ITS are advanced applications which without

embodying intelligence as such aim to provide innovative services relating to

differentmodesoftransportandtrafficmanagementandenablevarioususers

to be better informed andmake safer,more coordinated and ‘smarter’ use of

transport networks. To ensure a coordinated and effective deployment of ITS

within the Union as a whole, specifications, including, where appropriate,

standards, defining further detailed provisions and procedures should be

introduced. Among the priority actions introduced by the Directive it is important

to highlight the following:

-theprovisionofEU-widemultimodaltravelinformationservices;

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-theprovisionofEU-widereal-timetrafficinformationservices.

BothoftheseactionscanleadEuropeanCountriestoinvestinInfomobility

andcanbenefitalsothediffusionofapplicationstotransportinweakdemand

areas.

Cases

Infomobility cases can be found in quantity in literature. Here we would

show two examples on how infomobility can lead to innovative transport services.

Zimride ride-sharing system set up a car-sharing software application

withinFacebook.Userscansearchorofferridesusingthisapplication.Besides,

anyone utilising this platform can interact with commuters through the social

network itself so as to ensure a safe journey.

Roadsharing.comhassetupavirtualsocialnetworkforthoseinterested

in sharing their vehicle or hitch hikers. The car sharing platform is scalable for all

of the 5 continents.

2.1.3 On-demand transport services

Concept

On-demand transport services adapt itineraries and timetables to suit

specifictransportdemands.Userscanmakephonereservationsinadvance,and

they can be picked up at home (or close to it). They are particularly suitable for

medium to low density urban areas and for off-peak hours.

The implementation of such services improves accessibility to the public

transportsysteminareasortimesinwhichconventionalservicescan’tbesupplied

inasatisfactoryway;italsotacklessocialexclusionofpeoplethatcan’taffordto

own a car, and provides potential cost reductions when replacing conventional

services in areas or times with low demand rates.

On-demand transport services are suitable for a wide range of conditions

and can be applied tomany European countries. The implementation of the

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service needs the following key conditions:

- to be used in areas and times that show low demand rates, and where traditional

publictransportcan’tbeoperatedinacost-efficientway;

-theavailabilityofpublicco-fundingforflexibletransportservices;

-asuitablelegalandregulatoryframeworktofinanceandoperateDRTservices;

- a cooperative stakeholder arena that enables the introduction of such transport

innovation.

Thistypeofservicesincludesarangeofpotentialbenefits:

- Increased accessibility to the public transport system and tackling of social

exclusion. Provision of public transport services in areas or times where

conventionalservicescan’tbesuppliedinasatisfactoryandcost-efficientway.

-Cost reductionswhen replacing line-boundservices thatoperatewith larger

units in areas or times with low demand rates.

- Increase in the number of users by means of a higher level of satisfaction among

customers.Usersseemtoappreciatetheflexibilityandcostefficiencyofthissort

of door-to-door transport service.

-Reducedneedofone(ormore)privatecarsforeachfamily.

- Filling the gap between private cars and conventional mass public transport is

particularlyimportantinsuburbanandruralareas.Call-a-busservicesexpand

the mobility options to other potential users and increase the quality of public

transport. Connected to the main public transport lines, they strengthen the

whole public transport network and improve accessibility within local regions.

Call-a-busservicescanbecomeanimportantelementofsustainableurbanand

rural transport systems.

In many cases it could be easily demonstrated that demand responsive

servicesareslightlymorecost-efficientthantraditionalpublictransportshowing

lowusagerates.Likeotherformsofpublic transport,call-a-busschemesneed

publicco-fundingandarenotself-sustainableonafinancialaspect.Theircost

depends on the local requirements and the chosen technical approach (e.g.

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computerizeddispositionsystemvs.manualdisposition).

Cases

The Public Transport Service On-Demand is a system registered by

Castilla yLeónGovernment (Spain), aimed at satisfyingmobility basic needs

inruralcentres.Itconsistsofaspecificregularpublictransportservicesuse,of

general and permanent character, based fundamentally on in-advance booking

system made by neighbors of one, several or all the localities of the service, by

means of a call to a free telephone number. The mentioned services are framed

within the concessional system. It completes and complements the conventional

regular transport. The consequence of most suitable routes on-demand reduces

considerably running costs and therefore it gets a best and more sustainable use

of resources.

TheMultiBusserviceoperatesondemandwithmodernminibusesinan

area with approximately 30,000 inhabitants in the district of Heinsberg (Germany),

whichischaracterizedbyadispersesettlementstructure.Itreplacedtraditional

line-bound bus services and provides a higher service quality while offering

costbenefits.MultiBusoperateswith4low-floorminibuses.Thecostperyearis

approximately400,000€.Thecostadvantagecomparedtothereplacedtraditional

busserviceisapproximately40,000€peryear.Still,thefaresarekeptonthelevel

of normal bus line services, which was a political decision. It is planned now to

introduce a supplementary charge and to combine a parcel delivery service with

thepassengertransporttofurtherincreasecost-efficiency.

PubliCar is a fully flexible demand responsive door-to-door minibus

serviceinSwitzerlandwhichcanbebookedviacallcenters.Itwasdevelopedby

the public transport operator Swiss PostBus. The scheme is seen as complementing

or as alternative to traditional public transport. It does not only offer flexible

public transport for low density areas, but also for small towns or during times

of weak demand, e.g. as night service.

Drin Bus is a bus-to-call-service active in different areas of Genova (Italy).

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By calling a toll-free number users can select, among the many stops in the area,

the sourceanddestination,determine the timeofdepartureandarrival.Each

travelcanbebookedforoneormorepersons.Userscanbookoneormoretravels

on the same day, for the next week or for future periods. The travels for the day

must be booked at least 30 minutes prior to departure. To travel with Drinbus

users need a ticket or a valid subscription for the city urban transport plus a

supplementof € 1.00 thatgives the right touse theDrinbus service for a full

day from ticket validation.Users can only buy the supplement on board.On

busesarealsoonsaleordinarytickets(€1.50withnosurcharge)andabookof10

supplementsatacostof€7.00.

2.1.4 Sharing-based systems

Concept

Carpooling,carsharingandotherformsofapplicationsbasedonthesharing

ofthevehiclecanbegeneralizedintheconceptofridesharing.Ridesharingisan

innovative and alternative transport application which is based on the idea of

sharing car journeys so that more than one person travels in a car. The principle

ofridesharingissimple:individualsgainthebenefitsofaprivatevehiclewithout

the costs and responsibilities of ownership. Shared-vehicle services transform

thefixedcostsofautoownershipintovariablecostsbecauseamember’suseis

closely tied to the actual expense (typically an hourly and mileage fee). Thus,

ridesharingoffersindividualsmanyofthebenefitsofpersonalvehicleuse(e.g.,

convenience,flexibility)withoutthecostsandhasslesofownership.

Itisforthesefeaturesthatridesharinghasbeenwidelyrecognizedasone

of the most common and cost effective alternative modes of transport, particularly

in areas that are not well served by public transit (weak demand areas).

Bibliographically, ridesharing refers to a short-term car rental arrangement:

“Asharedcarrentalservicewherebycustomerswhosignupasmemberscan

reserve a rental car for periods of time as short as one hour, can pick up the car at

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a designated place in their neighborhood, and can return the car there.”

In practice, the idea of ridesharing has taken multiple forms, modes and

applications in terms of ownership type, services provided and technology level.

Nowadays, ridesharing mainly refers to two modern forms that have prevailed:

“carpooling” and “carsharing” (commonlymet as “vanpooling”). Carpooling

generallyusesparticipants’ownautomobiles,whereasvanpoolinggenerallyuses

shared rented vehicles (often larger that cars) which often are being supplied by

employers,non-profitorganizations,andgovernmentagenciesorevenprivate

companies.Mostvanpoolsareself-supportingandoperatingcostsaredivided

amongmembers.Vanpooling isparticularly suitable for longer commutes (10

miles or more each way).

Cases

Liftshare.comLtdisanationalserviceintheUKthatalsoprovidesseparately

branded lift-sharing schemes to hundreds of businesses and communities.

Users simply enter their liftshare offer or request online via a national portal

(www.liftshare.com) or locally brandedwebsites (e.g. for the London region).

Liftsharemembershipstandsatmorethan141,000membersnationwideandis

continuously growing. In 2006, a series of new services was launched, widening

therangeofmodescovered(BikeBUDi,WalkBUDi,TaxiBUDiandTravelBUDI).

TheBürgerservicePendlernetzNRW(commuters’network for citizens)

is a web-based matching service for lift-sharing which is available in more than

165 municipalities in the Federal State of North Rhine-Westphalia, Germany.

TheserviceisavailablethroughacentralPendlernetzwebsiteandthewebsites

of participating local authorities. The Pendlernetz schemewasdeveloped out

of a local agenda 21 process and was implemented in a wider region through

cooperation of a variety of local authorities in a policy-driven process. The

softwaresolutionisprovidedbythecommercialcompanyEuropeMediaAlive.

The catchment area of the service has 7.2 million inhabitants, 2.2 million of whom

are commuters. Currently there are 8,000-9,000 lift-share offers and requests

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onlinedaily.Pendlernetzisopentoall.Themaintargetgroupiscommuters,but

people with other trip purposes also show interest in the service.

2.2 Pilot projects on innovative solutions

According to the approach of the LIMIT4WEDA project, a number of

pilot projects has been executed in order both to demonstrate the viability of

innovative transport solutions in weak demand areas and to create awareness in

decisionmakersandcitizens.Pilotedsolutionsconcernedsharing-basedsystems,

infomobility and on-demand services. A description of each of the pilots follows.

2.2.1 Car-pooling, Malta

MIEMA,agencyinMaltaandpartneroftheLimit4wedaprojectconducted

a pilot action to create an infomobility infrastructure to provide alternative

innovative transport applications from Weak Demand Areas (WDAs) to the

administrativecentreofVallettaandFloriana.Thepilotactionisaimedatboth

commuters and tourists residing inWDAswhoneed to travel to the island’s

administrativecentreofVallettaandFloriana.

ThepilotintendedtoencourageemployeesoftheMinistryforResources

andRuralAffairs(MRRA)whocommutedailytotheiroffices inFlorianaand

Valletta,andwhodonotmakeuseofpublictransportduetotheinconvenience

of the bus service currently available. In view of this situation, following several

discussionswiththeMinistryandconsultationswithalltherelevantauthorities

andstakeholders,itwasdecidedthatMRRAemployeeswhocommutetotheir

officebyprivate car shouldbeoffered theoptionof joininganewcarpooling

scheme.

The new scheme has three main features:

- an infomobility system consisting of an Internet based car-pooling network

fortheworkerswithinMRRAwhichprovidesaninterfacebetweenthepeople

who are looking for a shared ride and the people who are offering their vehicle

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for the latter; features include: rules for participation in the car-pooling scheme;

languages, eligibility for participation, conditions and behaviour, sharing of

expenses, cancellation policy, disclaimers, data protection, terms of use, and

operator contact information; advance information on trip identification and

participation;

- a designated parking area for users of the carpooling to enhance the success

of the scheme. This is meant to greatly boost the popularity of the scheme, as

indicated in the survey carried out as part of the project;

- a fundamental component of the scheme consists of the formation of carpools for

commuterstoVallettaandFloriana.Asectionhasbeencreatedwhereinterested

employees can register to take part in the scheme and give their personal and

contact details.

2.2.2 Bus routes and infomobility, Cyprus

The Troodos Regional Tourism Board in cooperation with the Cyprus

Center for European and InternationalAffairs implemented a pilot project to

enable the travel to the region of Troodos and within, through an infomobility

system made of thematic centres, infopoints, to complement dedicated bus routes.

Figure 2 Website of the carpooling pilot in Malta.

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The objective was to improve accessibility of the mountainous area of

Troodos by means of attractiveness, due to the touristic vocation of it.

A network of thematic centers has been designed (see Figure ) along with

dedicated infopoints delivering information on: products, promotion and sale

point, bus info and stations, sustainability.

A portal is being designed to integrate all the information on the region

andadviceonservicesandwillbecomplementedbyaMTIS–MobileTravel

Information System.

Figure 3 Network of thematic centers in Troodos.

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Figure 4 The minibus adopted in the pilot service to connect urban areas with Troodos.

Figure 5 Collection of advertising of local events occurred in Troodos served by the pilot service.

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2.2.3 The Prontobus on-demand transport service, Italy

TheMunicipalityofPerugiaapproved in2006 theUrbanMobilityPlan

(UMP),whichfocusesontheimprovementoftheLocalPublicTransport(LPT)in

terms of integration and effectiveness in order to increase its use and reduce the

useofprivatecar.TheUMPhasalsoidentifiedtheneedtoimplementinnovative

transport systems in weak demand areas, in order to connect them effectively

with the conventional public transport network. The implementation of a public

transportsystem,completelyflexible,beingondemand,hasbeendriventhrough

hisexperimentationintheprojectLimit4WeDa.Amongthethreeareasidentified

intheUMPascharacterizedbyweakdemand,itwasdecidedtogivepriorityto

a trial service area in the north west part of the city of Perugia.

Figure 6 Weak demand area identified as the priority in which to start the flexible bus service.

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Figure 7 The Prontobus minivan.

The reasons for this choice are as follows:

- it is the zone characterized by higher population, corresponding to a

higher number of potential users;

- the presence, along the main backbone of this area, of a conventional bus

line, but at low frequency, with the possibility, therefore, to convert it into a more

flexible,moreefficientandmoreeconomicalline;

- theabilitytointerchangeinthedistrictofSanMarco,atthelimitsoftheurban

areaofPerugia,withseverallinesofthenewbusnetworkdefinedintheUMP;

- theconstructionofanintermodalinterchangeinSanMarco,inwhichput

the terminal stops both for call-a-bus service and conventional lines.

Thepilotedon-demandservice,called“Prontobus”,operates inaweak

demand area, links together many small villages and spread houses, and it is the

link to a bus terminal exchange in which three conventional lines offer an average

of 7 trips / hour, on average average 8.5 minutes, connecting all major urban

destinations (e.g., town center, hospital, university, train station).

The Prontobus is a service without times or predetermined paths, but is

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activated, the area covered by the service, on the basis of user requirements. The user

requests the service by choosing the place and time of departure / arrival booking

service through a call center. The service is through small vehicles, and therefore it

is able to reach places not accessible by conventional buses, fueled by methane:

The system is composed of a software managed by the operator of the call

center and by terminals that are installed in the vehicles. The terminals are equipped

withGPSandSIMCard,sothattheycancommunicatedatatotheoperatingcentre:

Userscanperformtwotypesofbooking:

-An“early”booking,validforthenextday,orrepeatedforacertainperiodoftime,

-A“realtime”booking,validforthedayitisbooked.

Through “early” booking the service is planned in terms of location

and time of the individual and on this basis the necessary changes are made

to accommodate requests “real time”. The service thus constructed is then

transmitted to the vehicle through the terminal, on which are shown the path to

follow, schedules to be met, the number of people booked.

Thechoiceofasystemsoconfiguredisderivedfromtheapplicationof

some basic criteria:

- The protection of usual users, already loyal to the previous traditional service,

which can actually make multiple reservations, or even on a continuous basis;

- Theintroductionoftemporalflexibility,whichisverygoodforcapturing

occasional consumer character, where the service is close to that of a taxi;

Figure 8 Components of the AVM system of Prontobus: onboard terminal and remote monitoring.

37

- Introductionofspatialflexibility,particularlyinanareawithastrategicroad

network in minimal geometric characteristics, where the passage of a conventional

linewouldneverbepossible.Thesameroadnetworkisalsocharacterizedbyan

extreme scattering of the possible routes and from many places such as terminal

elements of the same, with the obvious problem of identifying to the traditional

lines of appropriate areas of reversing the vehicle

The service has been activated with the start of the pilot projects in

Limit4WeDainMarch2012.Acommunicationcampaignhasbeenputinplace

withtheinvolvementofcitizensaspotentialusersoftheservice.Complementary

actions have been introduced:

- the service is part of a multimodal transport network, where the user has

access to all the different modes of transport to move from one part of the city to

another part;

- a system of integrated ticketing between all public transport operators

wasintroduced;calledUPActPerugia, itcanbeusedtotravel througheither

from one of the carriers without the need to punch a new ticket;

- transfer service from Prontobus to the conventional network takes place in

adedicatedarea(definednodesofthenetwork)andequippedwithfacilitiesfor

users

During the pilot the following indicators were measured and revealed the system

tobeefficient:

- MediumPax/day:125

- MediumKm/day:350

- Mediumrides/day:22

- Mediumkm/rides:16

Asforcosts, itmustbenotedthat theCityAdministrationwasalready

supporting a cost for the operation of a conventional line in the area. The goal

wastoavoidargumentsofapurelyfinancialaccountancytype,identifyinglines

in low profitability, but instead of introducing, using the technology, novelty

38

items as much as possible to increase the rate of return of each single euro spent

on the service. In this case, it has been used one of two innovations: a substantial

acknowledgment of the real need to supply transport, however limited, by

selecting the use of minibuses with a total capacity of 25-40 seats, introducing the

conceptofcompleteflexibilityoftimeandspace.

If thefirst point already introduces substantial savings, to the order of

30%, (due not only to the exchange of the medium, but also the different contract

applied by the company that manages the minibus), the second element goes to

greatly improve the relationship between hosts and users served km. In detail,

thecostoftheconventionalservicewas2.05€/km(includingVAT),whilethe

costoftheminibusis1.59€/km.

On the user side, however, the cost of the tickets and the service Prontobus

arenotmodified,beingincludedintheintegratedticketUP“UniquePerugia.”

At the same time the quality of service has increased, because of the introduction

of theflexibility posed to an areawith a strong sprawl of the residences that

served as the key factors for the success of the initiative.

2.2.4 Bike Sharing, Italy

The Province of Pavia implemented a pilot bike sharing system named

“C’entro in bici”, aimed to provide a Public Bicycle System for workers,

commuters, residents, students, and visitors in the Oltrepo Pavese rural area, a

typicalweakdemandarea.MainobjectivesoftheProvincewere:

- to give the opportunity to move easily using public transport and avoiding

motorizedtransport,thussafeguardingtheenvironment;

- to promote the use of bicycle for tourism and as a feeder service to main

transport services for commuters;

- to favor the link between the major centers, the networks and leisure

facilities;

- to test multiform mobility (train, car, bike, walking, riding, etc) in a part of

39

the rural and mountain territory of the Province of Pavia.

Thepilotprojectspecificallywasaimed:

- to provide a sustainable transport alternative within the Oltrepo Pavese

rural area;

- to assist in the promotion of cycling for trips under 10 kilometers in and

around leisure facilities (e.g. spas);

- to extend the reach of the public transport system, particularly at

“destination”,ascyclingprovidesanoptionthatisfasterthanwalkingandmore

flexiblethanroute-basedpublictransport;

- to aid the promotion and growth of cycling in order to contribute to

positivehealthandwell-beingbenefitsforOltrepoPavese.

ThebikesharingpilothasbeenpositionedatRivanazzanoTerme,andconsisted

of four electric-assisted bicycles with a cantilever roof for their charge, and an

interactive Infopoint based on touchscreen technology.

It offers information about territory and its services, about tourism and

itinerariestofollowbybikeandit’sintegratedtoInformationofMobilitySystem

of Province of Pavia. The selected supplier has also developed a web software to

manage bike sharing service and to book bikes. Bike sharing service is available

onlyiftheuserregistershimself.Then,administratorofsystemdefineshisprofile

and associates it to a card that is necessary to use bike.

Figure 9 Electric-assisted bikes and charging station of the “C’entro in bici” bike sharing.

40

The period of experimentation (December 2012 - February 2013) registered

relativeimportantfactsandfiguresasfortheuseofthesystem.Specifically,the

Infopoint was successful as for the number of users.

ThesuccessofthepilotisalsotobefoundintheagreementtheMunicipality

ofRivanazzanoTermeand theProvinceofPavia signedat the endof thepilot,

orderedtocarryontheexperimentationaftertheendoftheLimit4wedaprojectusing

financialresourcesoftheMunicipality.Thiscanbeconsideredanimportantgoal

reached by the project as a best practice in the involvement of local administrations

andinthesensitizationofpeopleoninnovativemobilityinweakdemandareas.

2.3 Implementation processes and success factors

The analysis of implementation processes of the pilot projects and the

identificationofsuccessfactorsisfundamentalintheviewtomaketheexperience

transferabletoothercasesthatcanpresentsimilarities.Aspecificsectionofthis

bookisspecificallydedicatedtotransferability(seesection4.1).

In this section for each of the pilots presented above, the resulting

implementation process is illustrated along with success factors, and the analysis

of common success factors is presented.

Figure 10 Touchscreen of the Infopoint of the “C’entro in bici” bike-sharing.

41

Pilot project Implementation process Success Factors

Car-pooling,Malta

Bus routes and Infomobility, Cyprus

The Prontobus on-demand transport service, Italy

1. Benchmarking and analysis of weak demand areasofMaltaandmobilityproblems2.Exanteevaluationandindividuation of technical instruments to employ3.Creationofawebportal4. Promotion of the service5. Design of carpool systems and routes through the web portal6.Reservationofcarpar-kinginthecitiesofVallettaand Floriana7.Experimentation.8.Expost

1. Benchmarking and indivi-duation of pilots experimen-tation 2.Exanteevaluationandindividuation of technical instruments to employ: the-maticCenters,InformationPoints; run pilots bus routes forevents;MTISServicesbased on internet.3.Creationofwebportaland promotion of the ser-vice4.Experimentation.5.Expostevaluation

1. Benchmarking2.AnalysisofMunicipalityof Perugia needs, individua-tion of weak demand areas of the cityand critical points of tran-sport local systems3.Comparisonwithotherterritories and experiences, cooperation4.Analysisofpeople’sneeds5.Exanteevaluationanddefiningidealplaceofexpe-

Area based approachCapabilitytoreachlargernumber of people through the web portalFlexibility of the car pooling serviceAdaptability to different users: residents and tourists, workers and students

Area based approachCapabilitytoreachlargernumber of people through the web portalThematic transport connected to events can easily help local authorities tofindprivatesponsorsAdaptability to different users: residents and tourists, workers and students and so on

Integration with local transportpolicies(UrbanMobilityPlan)andwithother local policies UseofAutomaticVehicleMonitoring(AVM)systemCompleteFlexibilityoftimes (no time tables) and routes(nofixedways),flexibilitytousers’needsand characteristics (old and young people, residents or tourists, etc.)Flexibility as a new way to

42

Bike Sharing, Italy

Benchmarkinganddefini-tion of innovative transpor-tation systems in similar areas.Exanteevaluationandde-finingidealplaceofexperi-mentationComparisonwithPP’sterritories and experiences, cooperationDefinitionofbikesharingtechnical characteristics to develop a system confor-ming to territorial characte-ristics (hills) and infra-structures (presence of bike routes) Chooseofelectricassistedbikes mountain)Involving of territory and local administrationPromotion and communica-tion activities and Informa-tion of people, local associa-tions, other municipalities of the territoryExpostevaluation

Cooperationbetweendifferent levels of public local bodies (Province of Pavia–MunicipalityofRivanazzanoTerme)Partnership between private (Foundation–GalOltrepoPavese) and public bodies (Province of Pavia) as a way to integrate different abilities and competences.Accuratedefinitionandgood choice of the place for experimentation as important success factor.Innovative content for the territory (what is innovative in Oltrepo Pavese maybe is not innovative as well as in another country)Integration with other local services: Time and Services local plan of RivanazzanoTerme(instartingphase),EuropeanFundsPOR2007/2013andPSR2007/2013Area-based approach

rimentation6. Analysis of economic benefitsforMunicipalityofPerugia7. Promotion of the service8.Realizationofexperimen-tation9.Expostevaluationandanalysis of Origin/Destina-tion matrixes and real cost (€/km)

satisfypeople’sneedsofmobility.Educatingpeopletochangeits habits.Useofnewtechnologiestomapping origin/destination of people and to monitor and evaluate project resultsInnovation of transport way and environmental sustainability due to natural gas fueled buses.Economicsustainabilityofthe pilot experimentation: -30% of costs in comparison with traditional systemCheapertransportsystembut not free: its cost makes more responsible and educates people to its correct use.Area-based approach

43

Commonsuccessfactorscanbeindividuatedandcategorizedasfollows.

Type Factors

Factors depending on the local contest

Factors depending on the LiMit4WeDa projects, MED programme contents and past EU initiatives

Factors depending on key actors involved in the implementation

Factors depending on technologies used for pilots

Presenceofdifferentweakdemandareasineachpartners’territorytodefineandrealizedifferentexperimentations

Integration with local transport policies

IntegrationwithotherEU,NationalandRegionalprojects,programmes and funds acting on that area (present and future)

Richandcompletedefinitionofstepstofollowtorealizeagood project

Benchmarking and exchange of best practices between project partners and their weak demand areas

Useofmodularsystemsthatcanbeintegratedandcanbeextended if needed (software, websites)

Capacitytoreachsimplebutimportantgoalsinweakdemand areas

Private and public bodies partnership in development pilots

Useofflexibletransportsystemsthatcanbeeasilyadap-ted to users different from those who have been the target group of pilots

Availability of methodologies to design, conduct and eva-luate pilot projects

Multilevelcooperationbetweenlocalauthorities

Area based approach

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3 General recommendations

3.1 On innovative solutions for WDAs

3.1.1 Overall considerationsConcept

SomepastEuropeanprojectshavefacedtheissueaboutareaswithlow

demand for transport. Others have faced instead the issue to promote public

transport instead of private car use. A list of main issues follows and can be

regarded as recommendations or warnings to be considered when addressing

transport issues in WDAs:

- The maintenance of a spatially and socially equal accessibility to

transport services is a core issue to the functionality of mountain areas (to be

intended as WDAs).

- Need of compatible travel cards and passenger information services.

- People without cars have to receive adequate public transport service

for their everyday mobility needs.

- The implementation of new services is often hindered by the lack of

funds/subsidies for innovative transport services. Public consciousness and

awarenessaboutnewtransportsolutionsissothekeytocatchfundstofinance

them.

- National legal and regulatory frameworks generally take into account

conventional public passenger transport whereas innovative transport

servicesareratherneglectedorhandledbymeansof“specialauthorization”.

- Themarketaccessfornewprivateoperatorsisconfinedbystrictrules

of competition, traditional structures and a divided market which does not

favor new competitors.

- A very low willingness for private and voluntary initiatives, that is

existential for developing especially on-demand and voluntary services, is

noticeable.

45

- Lack of co-operation between the responsible authorities is a

fundamentalbarrierinmostEUcountries.

- The current supply of information about public transport services in

rural areas is not very satisfactory.

- ExistingsolutionsinWDAgenerallyarebasedontiremode(e.g.call-

a-bus services, car-sharing services, car-pooling services) and only in some

particular cases it is convenient to mix them with other modes (e.g. rail).

Due to the structure and functionality of governments it is, at the worst,

impossibleandatthebest,quitedifficultfornewprojectstobeapprovedina

short period of time. In most cases, initiatives and projects pass through years

of planning, discussions, budget approvals, international competitions, data

analysis and so on. In most cases, by the time it gets the green light, a new

initiative becomes outdated. Fortunately for governments, private initiatives

can achieve what governments may need some years in order to achieve.

Private initiatives have two major advantages over governments: speed and

flexibility. Private business initiatives for the connection ofweak demands

areas can take many forms. From cable cars (Téléférique) which connect

remoteareastoprivatebuscompanies,thereareplentyofinitiatives.Cable

cars in Haifa, Israel were created as part of the public-transport system in an

efforttotackletrafficcongestioninHaifa.InEngland,andmorepreciselyin

Oxfordshire countryside, an outlet mall was created in the form of a village.

Bicester Village is connected from London via the Marylebone station to

Bicester North Station. From there, a shuttle bus service is operating that

takespeoplefromthestationtotheshops.InthesamelineIKEAinWembley,

Londonoperatesafreeserviceshuttlebusthatconnectsitsstorewithanear

station giving easier access for its customers. In Greece private initiatives

have been established that connect remote islands with the mainland. Private

companies operate ferries services from central ports towards almost all

islands of Greece.

46

3.1.2 Integrated ticketing

Integrated public transport networks exist in different forms around

theworld.Understandingthenatureof the integratednetworkis important

whenintegratedfaresandticketingisdiscussedbecauseitcaninfluencethe

requirements of the system. In some countries the public transport system is

planned and marketed as a single entity or, even where different components

areplannedseparately,directcompetitionisminimizedandopportunitiesfor

interchangearemaximized.

It is envisaged that much of this strategy can only be achieved through

strong partnership working between Government, transport operators, local

authoritiesandRegionalTransportPartnerships.

The following formal objectives for the development of integrated

ticketing have to be considered:

- A framework for integrated ticketing must enable us to develop methods

of payment for travel which make it easy to travel by any mode of public

transport;

- Integrated ticketing should be a key element of marketing the transport

network to people who may not otherwise use it;

- Any Integrated Ticketing products should be affordable even if this

raises issues whilst markets are being grown;

- The Integrated Ticketing system should be simple and cost effective to

administer for all stakeholders;

- The Integrated Ticketing Strategy should be multi-modal, encompassing

at the very least bus, coach, rail and ferry.

Takeweak demand areas into consideration, there are quite difficult

conditions for public transport operators, with lower and more heterogeneous

demand than in larger cities (fewer people dispersed over a larger area).

Travelers are less captive to public transport than in larger urban areas. Public

transport is generally limited to surface transport, in particular buses, which

47

usuallyrunintrafficalongsideprivatemodes.Inthiscontextitisnotsurprising

that public transport is seen as a less attractive option, and that the level of

public transport usage is relatively low. Indeed this can be a vicious cycle.

A number of cities worldwide have proven that it is possible to break out of

this vicious cycle and make public transport a preferred choice amongst many

inhabitants of smaller cities.

3.1.3 Infomobility

InfomobilitycanbereplicablealloverEurope,thoughwheninformation

aretailoredtothelocal(orNational)context,thisprovidesextraflexibilityto

the traveler, as well as the feeling of being in control of the journey.

Key conditions for implementation are the following:

- understanding of end user needs and requirements;

- a viable business model;

- identificationofappropriatetechnologiesandoutputs;

- strong political support.

Infomobilitybringsbenefitstoalltypesoftransportusers,asitisableto:

- provideextraflexibility,aswellasa feelingofbeing incontrolof the

journey, thus contributing to enhance convenience and confidence when

travelling;

- provide assistance to public transport users by guiding them throughout

the journey, and especially at interchanges, by means of real-time information;

- receive political support due to the improvement of public transport

experience, for this reason they could also help providing increased patronage;

- increase economic efficiency by adding value to the existing public

transport services and transport networks;

- reduce social exclusion and promote independent travel opportunities

by making the existing transport networks and public transport services more

accessible.

48

There may be positive environmental side-effects induced by increased

public transport trips and possible lasting loyalty to non-car modes.

The costs of Infomobility depend on the level of services that are to

be provided. Highly accurate, real-time, location-based, personalized and

context-aware information services can be costly as they require high levels

of technological integration and sophisticated management skills. Systems

also need to be operated and maintained, although costs are marginal once

the system is running. If information services are to be provided for free (i.e.

without subscription), then additional revenue sources need to be considered.

Advertising existing transport services through Infomobility is one

possible source of revenue, which could attract commercial investments

towards such systems, as their main positive impacts are efficiency, safety,

environmental sustainability and accessibility. Infomobility can add value to

publictransportservicesandimproveefficiencyoftransportoperationsand

networks.However,therealeconomicimpactmaybedifficulttoquantify.

There are many potential stakeholders involved in the delivery of an

Infomobilitysystem,soitisimportanttoinvolveallpartiesfromtheveryfirst

moment of the implementation. There are three key areas for stakeholders: end

users, data providers and technical specialists.

- Local authorities are data providers, playing a key role in initiating

the project, and later establishing and managing policies, as well as planning

objectives.

- Emergencyservicesarebothdataproviders(incidentsanddiversions)

and end users, as they use data for their own operations.

- Public transport operators are both data providers and end users, as

they apply the information received from Infomobility systems to enable more

efficientoperationalpractices.Theyplayakeyrolethroughoutthedurationof

the project.

- Information and communication service providers are both data

49

providers and technical specialists, as they provide key infrastructures and

platforms for the delivery of mobile information services, including data

collection, analysis and dissemination. They play a crucial role and will be

involved throughout the duration of the project.

- Travelers. Naturally, the external end user, his application and assessment

of the systems are critical for the success of Infomobility.

3.1.4 Sharing-based systems

Ridesharinghasbeenwidelyrecognizedasoneofthemostcommonand

cost effective alternative modes of transport, particularly in areas that are not

well served by public transit (weak demand areas). It actually offers individuals

manyof the benefits of personal vehicle usewithout the costs andhassles of

ownership.

Shared-use vehicle systems can be met in various forms and applications.

The main elements that can characterize this innovation is that it can be

introduced and encouraged with low – cost interventions while it can offer

multipleadvantagesintermsofsocialbenefits,aswellasintermsofmonetary

values.

However, the introduction of such an innovation requires several

parameters to be considered:

- Special condition, needs and public attitudes of a region

- Weak demand areas peculiarities

- Suitable Incentives that need to be established for ridesharing development

- Economiesofscalethatridesharingcanachieve

- Promotional activities and marketing campaigns need to be conduct

- Technology level can directly affect ridesharing implementation

- FlexibleandmodernRegulatoryFramework

- Funding possibilities and opportunities

- Pilot projects can give valuable information

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3.2 On users empowerment

The several actors in local public transport –users, administrations,

providers of services, technology, and information –interact with different

roles and responsibilities, but also with different leverage to achieve their own

objectivesandbenefits.Formoreefficientandsustainabletransportservicesto

be implemented, an improvement in the positional disadvantage and lack of

power of the users is needed. Technologies are available to support innovation.

Figure 11 showsmotivations and users (LeGrand Julien,Motivation,

agency,andpublicpolicy,2003).Thehorizontalaxisrepresentsthespectrumof

views about what motivates the public transport service provider (PTSP), from

extreme public interest (100% Knight) to extreme private interest (100% Knave).

The vertical axis represents the spectrum of user empowerment, from passive

individual (100% Pawn) to active autonomous agent (100% Queen).

Policy makers have evolved from a social democratic point of view,

whereby the PTSP was considered a knight (circle 1), to a more realistic neo-

liberal view of the presence of altruism and self-interest (circle 2). According

to this view, the policy maker should empower the user to be Queen and

Figure 11 Provider motivation and users.

51

counterbalance the providers (circle 3).

Services should be more attractive, user-oriented, effective for ageing

population and rural areas; they should change from supply push to demand

pull.Theyshouldalsoconsiderthegeneralityofthecitizensandconsequently

reduce impacts, energy, and costs for the collectivity.

The implementation of better services can take advantage of some of the

promising emerging technologies:

- Hybrid and electric transit buses;

- Nanotechnologies for automation, real-time exchange of information,

and seamless integration of services;

- Mechatronics for fuel economy, vehicle performance and safety, and

streamline maintenance;

- Speech recognition and language translation for efficiency and

effectiveness of transit customer service.

Theprovider’sorganisationshouldbeabletoinnovate,toattracthigh-

skill workers, and to train employees continuously.

Technologies can also support the empowerment of the user with

pervasive wireless communication through mobile telephones, computers, and

varioussensorstoformadhoccommunicationsnetworks,artificialintelligence

for data mining and recognition of customer patterns and preferences, and

crowdsourcing.

Crowdsourcing is a distributed problem-solving technique that

involves a network of people, “the crowd”, to gather collective intelligence.

CrowdsourcingisaresultofevolvingICTandweb.Ithasonlyrecentlybeen

investigated by academic researchers. The concept of collective intelligence has

been popularised as the wisdom of crowds (Surowiecki, 2004). The dialogue

between service providers and their users, enabled by the new technologies,

produces a dynamic with input, output, and feedback that empowers the user

as Queen.

52

Figure 12 presents a crowdsourcing process in 8 easy steps.

Thismorereactivesystemwillsignificantlyimprovethequalityofservice,

especially for such communities as old people or people with disabilities, who

are much more dependent on these services and their support infrastructures.

Characteristicsofuser-orientedservicesare:

Figure 12 Example of a crowdsourcing process for public transport service.

53

- Two-way information;

- Greater sense of community between riders and transit agency;

- Agency strongly adaptive and networked;

- Agility in provision of services;

- Creationofnewknowledgealongwithusers;

- Commitmentofneededresources.

The collective intelligence of communities is largely untapped by traditional

public participation methods. The result is a less-than-ideal transit plan that neglects

the needs of diverse constituencies. Web-based participatory activities would cast a

wider net in the community, making productive more and more diverse input.

3.3 On advanced applications

3.3.1 Advanced Infomobility

The specific use of information and communications technologies to

supportmobilityofpeople isgenerallyrecognizedas infomobility; it isgrowing

in importance, thanks in part to the diffusion of satellite navigation on nomadic

devices.Infomobilityinformspeopleinrealtimeofcurrenttrafficconditionsorthe

departure time of the next bus or train. They receive the information on panels or

directly on their own mobile phones.

Advanced infomobility would include Information on customers, detailed,

accurate, automatically collected information on historic travel patterns (both

aggregate and for individual users) as well as real-time location and trip itineraries.

This advance includes not only the data itself but powerful, easy-to-use

systems for data analysis. Information for customers would be personalized,

accessible anywhere, very accurate, real-time, and provide comprehensive modal

options with cost and travel time comparisons.

The main characteristics of advanced infomobility are:

- Information centralised, complete, accurate, on real-time, easy accessible

multimedia e pervasive.

54

- User tailored information on supply and demand of differentmodes of

transport, with comparison of costs, time, reliability and impacts.

- Exchangeofinformationontwoways,interactionwiththeuserstoimprove

the services.

The new technologies allow for real-time information exchange between

users and service providers. Users can function as sensors within the system,

feeding in a range of information. Transit services can leverage the devices users

carry to push out dynamic information, e.g. alerts about construction, accidents,

and information tailored to individual user habit and location.

Advanced infomobility is to be related to infomobility through Internet, Wi-

Fi, and mobile. The whole process is thus much simpler and the public authority and

users have the advantages. The public authority can have important applications

related to information about the services at no cost or for very little in comparison

with the high cost of its own infomobility system. The users can use a variety of

differentapplications,someincompetition.AgoodexampleisNewYorkState’s

MetropolitanTransportationAuthority (MTA),acomplex transportationsystem

that generates many different kinds of data, presenting an intriguing challenge for

appdevelopers.MTAischallengingdeveloperstocreatenewsoftwareapplications

to improve the transit experience of its 8.5 million daily riders (http://mtaappquest.

com/).

Another important issue for advance infomobility is the opportunity

of the Open Data approach. The approach followed in the past by many public

administrations about the availability and reusability of the data owned by

them has been very restrictive. Also when the data were available their use was

limited by many clauses about the non-commercial use and by the fact that

usually was possible to access only to a limited selection of the data every time

andnot todownload the fulldataset.This approachhasbeen criticizedon the

basisof theprinciple that thedataarenot“owned”by theadministrationsbut

by the citizens that paid the taxes that allowed to the administration to collect

55

thosedata.Moreover the limitedavailabilityof thedata is awasteofpotential

economic resources for the community. The value of this Open Data approach was

recognisedbytheEuropeancommunityandbygovernmentsandnewlawsand

directives begun to implement the principle that the public administrations are

requiredtoreleasethedataavailable,andthateachexceptionsmustbejustified.

There is a close connection between the development of Open Data services and

applications and the development of services for mobile and mobility; since many

of the data available in the public archives are spatial data relative to territory,

viability, tourism and other geographic data that are relevant for the development

of mobile and mobility services.

3.3.2 Advanced car-sharing

Advanced car sharing could be based on automated vehicle operation and

maintenance. This includes driverless operation in non-dedicated rights-of-way

(e.g. inmixed traffic),which is becoming a reality (e.g. http://www.citymobil-

project.eu).

It improves safety and reduces labor costs and vehicle down-time. It also

includes vehicles that diagnose and repair themselves (via supporting robotic or

other autonomous maintenance systems).

The main characteristics of automated vehicles are: short trips,

complementaritywithalternativetransport;self-servicecars:noreservation+easy

touse+doortodoorservice;one-way:pick-upanddrop-offanywhereinarea;

carbon-neutralfleet.

Underadvancedcarsharing,onpickingupcar,theusercanalsobooksaslot

at the drop-off destination, if one is available. This service might at times require

considerable redistribution of vehicles, for which advanced platooning could be

a solution. A number of automatic vehicles could be shifted from place to place

platooned behind a single lead vehicle, with or without a driver.

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4 Transferability and funding

4.1 How to conduct a transferability analysis

Analysis of the transferability of policy measures is a key issue in

enhancing sustainable transport across Europe. The ambition to learn from

other cities is becoming increasingly common in the policy development of

today.AsMarsdenandStead(2011)state:“examplesfromelsewhereareoften

seen by politicians and civil servants as a quick, cheap and/or simple means

to solve their policy problem without reinventing the wheel where solutions to

problems already exist”. As the number of different measures that are tested and

implemented in cities increases, so too does the importance of how to achieve

successfultransferability.Onedefinitionoftheconcepttransferabilityisoffered

byDolowitzandMarsh(1996)whofocusesonthepolicyaspect:“Aprocessin

which knowledge about policies, administrative arrangements, institutions, etc.

in one time and/or place is used in the development of policies, administrative

arrangements and institutions in another time and/or place”.

The basic assumption behind the idea of transferability is that what has

been proved to be effective in one location may also be useful and successful

in another location.Conceptually this is simple, but thepractice is farmore

challengingandpronetodifficultiesandfailure.

Transferability of a measure is only predictable with a detailed understanding

of its enabling context, since anymacroguiding indicators such as size city,

population density, urban sprawl, or even combinations of these will inevitably

failtoreflectthecomplexityinvolved.Inpracticalterms,thismeansthatany

citywishingtoadoptanewpracticeshouldbeabletoassesswhetherspecific

measures adopted elsewhere are likely to be effective in their own particular

setting.

A model for transferability should include options for different

configurations and should consider the implementation, evaluation and

57

assessment steps of the solution in order to facilitate the transfer of knowledge.

Some authors emphasize the differences between transferability and the

selection of measures/solutions that are appropriate for certain situations.

The former is about how to transfer good practice from one place to another,

the latter deals with both the selection of measures/technical solutions to

transfer plus an evaluation of the efforts and resources required for them to

succeed (including an analysis of barriers to overcome). Transferability analysis

requires knowledge of both origin and destination contexts. The range of

possiblemeasuresneedstobematchedtothespecificareacharacteristicsand

thedifferent stakeholders’ expectations.Since the stakeholdershave suchan

important role, the development of transferability schemes needs to involve

consideration of topics ranging from psychology to anthropology, public health

to security, etc.

The transfer process

MacarioandMarques(2008)developedatransferabilityframeworkfor

sustainable urban mobility measures in order to enable the transfer of good

practice examples from one city to another (transferability). They suggest a

10 steps process providing a logical framework for the transferability process.

The transferability process departs from the assumption that practices under

analysis are those best suiting the target city conditions. Therefore, a diagnosis

of the situation in the target city is required, followed by a pre-selection of the

possiblemeasuresaddressingtheproblemsidentified.

Should this be clear, it will then be possible to initiate a transferability

process to obtain a deeper understanding of the steps involved, and the

hypothesis and feasibility of the process to become operational.

58

Figure 13 shows the process of the framework consisting of 10 steps. The steps

are described below.

Figure 13 Transferability framework (Macário and Marques, 2008).

59

STEP 1 – Diagnostic of the problems

A receptor city is the city where the replication of actions undertaken

elsewhereisintendedtotakeplace.Afirststepistodevelopastructuredanalysis

of the situation and assess the need to take actions.

STEP 2 – Characterization of the city

A detailed identification of the characteristics of the city environment

and urban structure is required in the transferability process, at for example,

the geographic, structural, demographic, architectural, cultural levels, etc. This

shouldallowafirstscreeningofthesettinginwhichthecityoperates,helpingto

frametherangeofproblemswithinspecificurbancontexts.Itwillbeimportant

later to check whether candidate measures that were successful elsewhere in

mitigating similar problems did share similar contexts.

STEP 3 – Analysis of the city context and implications of problems identified

Basedontheprevioussteps, itwillbenecessarytosetupacityprofile

basedonasetofvariablesdescribingthemaincharacteristicsofspecificcontext

and the results of the diagnostic steps. This will be a key step in the clustering

approach,withother“sourcecontexts”sharingsimilarconditions.Thiswillbe

a preliminary step before looking for compatible situations within the selected

cluster, allowing case-by-case city comparisons. At this stage, the city context is

clear,basedon the characterization inSTEP2.Theobstaclesorproblems that

playaroleinchallengingachievingthestrategicgoalssetwereidentifiedinSTEP

1. By themselves, these two initial steps set the foundations of the transferability

process.

STEP 4 – Look around for similar contexts

The concept of similarity is the fundamental comparison of the situations,

taking“inter-objectsimilarity”asameasureofcorrespondenceorresemblance

60

between contexts. To some extent, the so-called Similar Cases (either in their

current condition or sometime in the past) will have to share the general setting

characterizingintheReceptorcity.Seekingoutsimilarcaseswillthereforeimply

identifying groups with similar characteristics, calling for an existing stock

of situations against the situation set inSTEP3. It is importanthere to assess

similarity of the context itself, rather than limiting the scope to e.g. geographical

orsizingconditions.

STEP 5 – Selecting examples of source urban contexts

Having selected similar contexts as a starting point for transferability, it

becomes possible to focus on the practices adopted in those contexts, based on

the likelihood that the rationale adopted in sorting out problems is to some extent

adaptable.Adefinitionofwhatisconsideredasasuccessfulimplementationofa

measure or a package of measures is required, in order to qualify it as a candidate

initiative to be transferred elsewhere. The definition of successwill naturally

depend on the objectives set. See, as for example section 2.3.

STEP 6 – identify measures with potential for transfer

Even if a measure is proven to be applicable in a given setting

(environment), it is not guaranteed that transferability will be successful, unless

furtheroperationalviabilityanalysisreturnspositive.Inthisstep,it’simportant

to answer these questions:

- Is theoperationalviabilityasufficientcondition for transferabilityor is

further evaluation of the measure required in terms of its cost-effectiveness in the

new setting (environment) where it is supposed to be transferred?

- Finally,isitsufficienttoidentifyameasureascost-effectiveforthenew

setting (environment) where it is supposed to be transferred, or the community

acceptance of the measure should also be considered, before the measure is

actually transferred?

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Theanswers to thequestionsprovide the framework forcharacterizing

a candidate measure or package of measures as transferable between similar

settings (environments).

STEP 7 – packaging and dimensioning the measures for transferring

Strategic issues related to the design of the package of measures will

have implications on its effectiveness. Therefore, the analysis of transferability

should consider not only individual measures considered as eligible, but also

the relationships between measures that may enhance their impact. The effect of

combining measures enhancing the individual success of each measure represents

oneofthemajorchallengeswhendefiningoptimumpackaging.

STEP 8 – ex-ante assessment of measures to transfer

Targetcitiesneedtohaveidentifiedthegoalsthattheselectedmeasures

are expected to meet. These should be set out with considerable coherence, the

main objective being to develop an ex-ante evaluation plan that will permit an

assessment of the extent to which the implemented measures achieve the high

level objectives. As for methodologies to conduct evaluation of pilot projects

in the transport sector, LIMIT4WEDA adopted the MAESTRO methodology

(EuropeanCommission,FPIV).

STEP 9 – identify need for adjustment

In order to assess whether adjustments are needed, it is desirable to review

the conditions for transferability. To this end, published data sources, networks,

co-operative projects, skills exchanges, and various NGOs can provide additional

valuable inputs. As transferability will depend to some extent on compatibility

of institutional context, there may be a need to transplant a policy with part of its

institutional context, i.e. transfer not only a measure but some of the relationships

between institutions and territories may have to be replicated as well.

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STEP 10 – implement measures and steer results

A minimum amount of information is necessary to allow proper monitoring

oftheimplementationstrategy.Globalobjectivesandspecifictargetsshouldbe

statedandquantifiedalongwithanyexpectedresults(CityEvaluationReport).A

detaileddescriptionofmeasurestogetherwithaquantificationoftheassociated

operational objectives should be contained in the program drawn up at city level.

4.2 Funding of innovative solutions

TheLIMIT4WEDAprojectalsoconsideredthelegalframeworkandfinancial

issues related to the implementation of innovative systems in weak demand area.

ThisresearchrevealedthatinmanycountriesoftheMEDareaconditionsinplace

can create strong barriers: high investment costs, need for public funding to make

the system sustainable, scarce public resources, gaps in the legal framework, use of

technologies, training of personnel.

Source of funding are needed and, as demonstrated by LIMIT4WEDA

(see section 2.2) can be dedicated to conduct pilots oriented to demonstrate the

efficiencyofasolutionandtopermitthedecisionmakerstoevaluatethefeasibility

of a new service.

National programs can provide funding for such investment, even

if the jurisdiction belongs often to local authorities who are in charge of managing

local transport.

EU programs already provide funding, both for study and exchange of

knowledge/best practices and pilot actions (e.g. MED Programme, Interreg

Programme),andforcontributiontoinvestments.Manyofthesearebasedonthe

EuropeanRegionalDevelopmentFund(ERDF),whofinances,amongtheothers:

- infrastructures linked notably to research and innovation,

telecommunications, environment, energy and transport;

- financialinstruments(capitalriskfunds,localdevelopmentfunds,etc.)to

support regional and local development and to foster cooperation between towns

63

and regions.

ERDF action is designed to reduce economic, environmental and social

problems in towns. Naturally disadvantaged areas geographically speaking

(remote,mountainousorsparselypopulatedareas)benefitfromspecialtreatment.

Lastly,theoutermostareasalsobenefitfromspecificassistancefromtheERDFto

address possible disadvantages due to their remoteness. This is the case of weak

demand areas, as for transport issues.

SupportinstrumentshavebeenmadeavailablebytheEuropeanCommission

(Directorate General for Regional Policy) in co-operation with the European

InvestmentBankgroupandotherfinancialinstitutions.Twoofthemrefertothe

promotionoffinancialengineeringinstruments(JEREMIEandJESSICA)andthe

othertwo(JASPERSandJASMINE)operateastechnicalassistancefacilities.

Specifically,JESSICA,JointEuropeanSupportforSustainableInvestmentin

CityAreas,isaninitiativeoftheEuropeanCommissiondevelopedinco-operation

withtheEuropeanInvestmentBank(EIB)andtheCouncilofEuropeDevelopment

Bank(CEB).Itsupportssustainableurbandevelopmentandregenerationthrough

financial engineering mechanisms. Contributions from the European Regional

DevelopmentFund (ERDF)are allocated toUrbanDevelopmentFunds (UDFs)

which invest them in public-private partnerships or other projects included in an

integrated plan for sustainable urban development. These investments can take

the form of equity, loans and/or guarantees. Alternatively, managing authorities

candecidetochannelfundstoUDFsusingHoldingFunds(HFs)whicharesetup

toinvestinseveralUDFs.Thisisnotcompulsory,butdoesoffertheadvantageof

enabling managing authorities to delegate some of the tasks required to implement

JESSICAtoexpertprofessionals.Owingtotherevolvingnatureoftheinstruments,

returns from investments are reinvested in new urban development projects,

thereby recycling public funds and promoting the sustainability and impact of

EUandnationalpublicmoney.

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5 Measuring the accessibility As illustrated in this book as for mobility weak demand areas, in order

to improve accessibility it is essential to learn from best practices, to analyse

implementation processes and success factors, to conduct pilots and to analyse

transferability.Someresearch(Mediate,2008)pointsalsooutthenecessitytomeasure

accessibility of transport systems by means of indicators which may provide clues to

identify opportunities for improvement. In other words, once a transport system is

implemented, including innovative systems in weak demand areas, it is fundamental

to measure the accessibility, in order to verify the success of the solutions and to

evaluate possible improvements.

5.1 Opportunities to use indicators Objective of this section is to give some recommendations on indicators to

measure the accessibility of a transport system. Different opportunities emerge:

- The definition of a set of common indicators covering core aspects of

accessibility can contribute to a more harmonious understanding of accessibility

issuesandtheneedforimprovementthroughoutEurope.

- Providing and analysing data for the indicators will serve as a learning process

for those involved, with better insight in the different aspects of accessibility. The idea

is to learn about the strengths and weaknesses of the local public transport system. So

although common indicators point out core aspects, the indicators will serve to direct

attention to different aspects within a city rather than a (benchmarking) comparison

between cities.

- Collectingdata from the transport serviceallows todevelopa sortof tool

for self-assessment, which can be used to monitor the service and identify needed

improvements, due also to eventual changes in the demand or in the implementation

context.

The function of each indicator is to provide a measure of important aspects

of accessibility of the transport system of a city or urban region, and to indicate the

direction of development, while a set of indicators provide an overall assessment

of the accessibility of the main aspects and which areas are in immediate need of

improvement.

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5.2 Issues when measuring accessibility

When measuring transport accessibility the following aspects should be

considered, according to a series of past initiatives on the subject:

- The variety of requirements within the population (physical, sensorial and

cognitive abilities and allergens).

- Accessibility is a relative concept depending on the individual (traveller), the

environment (public transport system), the activity to be performed and the purpose

of the task (to buy a ticket, wait in line, board a vehicle, travel to job/school or as a

tourist etc.).

- To measure not only physical accessibility, but the usability of the system as

experienced by the user, and to measure what is critical to success and how actions

may improve the overall experience of the transport system.

- Accessibility (and consistency) throughout the travel chain (information,

pedestrian environment, access area, terminals, ticketing, boarding, vehicles):

• The transport planning & operation dimension: Logical modal

integration, physical modal integration, vehicle accessibility, on board security, on

board safety & health issues, information, and assistance.

• The infrastructure planning & management dimension: Accessibility

of terminals and stops, safety and security of pedestrian areas, stops and terminals,

information, and assistance.

- Cooperationbetweenoperationalserviceproviders,infrastructuremanagers

and local authorities is essential, so that measures match and support each other.

- Accessibility depends on the transport delivery chain: staff training and

competence, physical planning and design, procurements, tendering contracts,

monitoring, operational procedures, maintenance procedures, etc.

- The quality circle: Addressing the gap between the planned and the actual

delivered service quality from the service provider perspective (surveys, standards),

and the expected and perceived service quality from the customers’ perspective

(questionnaires,guidelines),evaluatingresultsandimplementingactions(EN13816).

- The quality standard defines eight quality criteria groups: Availability

(network, operation time, reliability), access (interfaces, ticketing), information (travel

66

information, regular and occasional), time (travel time, punctuality, regularity),

customer service (availability of personal, competence, assistance), comfort (space,

driving, environment), safety (personal security and avoidance of accidents,

emergency),andenvironment(pollution,resources)(EN13816).

- Indicators may be based on qualitative or quantitative data, may be compared

to an ideal situation or a target, and may be descriptive, estimated or measurable.

There may be different subsets of indicators illustrating the situation from the view

of the operator, the customer, and the local authorities.

5.3 Key indicators

Anumberofinitiativedefinedsetofindicators(MEDIATE,2008).Inthisbook

weproposesomekeyindicatorsgroupedinfivemaintopicsconcerningurbanpublic

transport accessibility:

A. Policy and investments

B. Service operations and standards

C. Informationandticketingsystems

D. Vehiclesandbuiltenvironment

E. Seamlesstravel(modalinteroperability)

Thefirst two indicator themes (A.Policyand investment,andB.Service

operations and standards) reflect howorganisationswork to achieve improved

accessibility. Policy and investments mainly cover user involvement and the

planning phase for new policy. Service operations and standards (B.) cover

management, maintenance, monitoring and evaluation issues. The other topics

focus on the performance (the accessibility status) of the urban public transport

system; information before and during trips, ticketing, the pedestrian environment,

platforms and vehicles. Information and ticketing (C.) focus on whether the

information meets user needs in format and content, before and during trip, and

the ease of buying and validating tickets. Accessible vehicles and built environment

(D.) is about accessibility on the way to a public transport stop and on stops,

terminals, and platforms, as well as the match between platform and vehicle and

the trip on board.

67

TheindicatortopicSeamlessTravel(E.)isabitdifferentfromtheothers.If

we manage to achieve a high level accessibility resulting in a usable and inclusive

system,thesystemcouldberatedasseamless.Confidenceandsimplicityforthe

traveller are central concepts, and customer satisfaction and feeling of safety before

and during the trip are important parameters. Seamless travel depends upon the

actual accessibility of transport hubs and routeing between transport modes, and

on accessible information on multimodal routeing and the accessibility of transport

hubs and routes between them, etc. The option to buy a single ticket for the whole

journey and similarity of solutions throughout the transport network makes it

easier to learn the system and to travel.

The following Table 2 provides explanation on the indicators grouped into

the categories above and give directions on the scale for the measurement of them.

The subsequent tables describes key indicators and sub-indicators for each topic,

excludingSeamlesstravel(E.).

As for the measurement, for many indicators it is suggested to indicate

whether the policy approach is: Integrated/ system-oriented/ isolated/ ad hoc /

none. The meaning of these terms is the following:

- Integrated approach; i.e. a project or development which has been fully

integrated into the public transport network and or which a routine and on-going

cycle of monitoring and evaluation is in place.

- System-oriented approach; i.e. a project or development which has been

planned and is being evaluated on a regular basis to ensure feedback from all

stakeholders, for example an initiative which has been developed as part of a wider

policy and in which end-users have been involved from an early stage.

- Isolated approach; i.e. a project or development specifically intended to

meet the needs of disabled or older people but which is not yet embedded as part

of the transport system, for example an initiative that is self-contained and does not

link with other parts of the public transport system or other policy areas.

- Ad hoc approach; i.e. a project or development which has been introduced in

response to a particular local need or initiative but which is not yet fully evaluated,

forexampleaone-offinitiativeinresponsetoaspecificcomplaintorproblem.

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No Indicator Explanation Measurement

A

B

C

Policy and investment

Service operations and standards

Information and ticketing

A1 Accessibility plan

Availability of an accessibility plan and strategy at urban level

YES/NO

A2

A3

B1

C1

B2

B3

End-userinvolvement

Integrated accessibility policy

Meetinguserneeds

Accessible information

Accessibility maintenance

Fare policies & alternative services

Involvement of users in plan-ning, implementation, monito-ring and evaluation.

How accessibility is an integral part of all policy issues for all partners involved.

Available assistance, staff training, complaint procedures, user feedback, personal security measures.

Multi-formatinformationbeforeandduringthetrip:Multimodaland dynamic travel information, disruption information, and accessibility information according to user requirements, before and during the trip. Passenger travel training.

Plan, routines, and monitoring

Fare policies & public transport affordability, and availability of alternative services.

Qualitative description

Qualitative description

Qualitative description

Policy approach: Integrated/ sy-stem-oriented/ isolated/ad hoc / none

Qualitative description

Qualitative description

- No approach. Accessibility issues have not been considered for this indicator

topic.

Table 2 Key indicators on urban public transport accessibility.

Elaborated from MEDIATE, 2008.

69

Table 3 Policy and investment indicators.

No

NoTopic

Indicator

Indicator

Explanation

Explanation

Measurement

Measurement

D

E

Vehiclesandbuiltenvironment

Seamless travel

C2

A A1

A1.1

A1.2

A2

Accessible ticketing

Accessibilityplan

Accessibility plan status

Politicalcommitment

End-userinvolvement

Easeofbuyingandvalidatingticket. Simplicity, intuitive sy-stems, possibility to buy multi-modal tickets (all the way throu-gh).

Availability of an accessibility plan and strategy at urban level

Existenceofformalorvoluntary plan at city level, which is not out of date.

Political commitment at local, regional and national levels.Involvement of users in planning, implementation, monitoring and evaluation.

Policy approach: Integrated/ sy-stem-oriented/ isolated/ad hoc / none

YES/NOnone

YES/NOnone

Both national and local / ei-ther / noQualitative de-scription

D1

E1

Accessible vehicles and built envi-ronment

Seamless travele

Possibility to travel by public transport: Barrier-free (physical) environment, modest mental effort (information, orientation), comfort.

Consideringphysicalaccess,information, ticketing and fare concessions it is easy for people to travel by public transport, even when they need to use more than one route or mode.

Policy appro-ach: Integrated/ system-oriented/ isolated/ad hoc / none

Policy appro-ach: Integra-ted/ system-oriented/ isolated/ad hoc / none

70

NoTopic Indicator Explanation Measurement

A A2.1

A2.2

A2.3

A2.4

A3

A3.1

A3.2

A3.3

End-userin-volvement in planning

End-userinvolvement in implemen-tation

End-userin-volvement in monitoring

End-userin-volvement in evaluation

Integrated accessibility policy

Physicalplanning

Maintenanceroutines

Procurements, tendering con-tracts, service level agree-ments

Involvement people in planning (user needs analysis).

Involvement of people when implementing new measures.

Involvement of people in monitoring, and in establishing monitoring routines.

Involvement of people when evaluating measures.

How accessibility is an integral part of all policy issues for all partners involved.Accessibility is a major requirement in all infrastructures for mobility.

Accessibility issues are an integrated part of maintenance routines.Accessibility is a major issue in procurement procedures and tendering contracts, both as selection criteria and for monitoring the contract.

Policy appro-ach: Integrated/ system-oriented/ isolated/ ad hoc / nonePolicy appro-ach: Integrated/ system-oriented/ isolated/ ad hoc / nonePolicy appro-ach: Integrated/ system-oriented/ isolated/ ad hoc / nonePolicy appro-ach: Integrated/ system-oriented/ isolated/ ad hoc / noneQualitativedescription

Policy appro-ach: Integrated/ system-oriented/ isolated/ ad hoc / noneYES/Partly/NO

YES/Partly/NO

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No

No

Topic

Topic

Indicator

Indicator

Explanation

Explanation

Measurement

Measurement

A

B

A3.4

B1

A3.5

B1.1

A3.6

B1.2

Qualificationrequirements

Meetinguserneeds

Funding and investments

Staff training

Involvement of stakehol-ders

Customersatisfaction surveys

Qualificationsonaccessibility issues/universal design are asked for when employing staff and when engaging consultants.

Available assistance, staff training, complaint procedures, user feedback, personal security measures.

The priority of accessibility isreflectedinasubstantialshare of investments on a steady or increasing level over time.

All staff undergo theoretical and practical awareness training on mobility needs and customer service, and have the necessary skills to meet the needs of the travelers.

There is an on-going process of engaging all relevant stakeholders in the delivery of an accessible transport system.

Customersatisfactionsurveys are applied to improve services for all potential customers.

Policy appro-ach: Integrated/ system-oriented/ isolated/ ad hoc / none

Qualitative de-scription

Policy appro-ach: Integrated/ system-oriented/ isolated/ ad hoc / none

Policy appro-ach: Integrated/ system-oriented/ isolated/ ad hoc / none

Policy appro-ach: Integrated/ system-oriented/ isolated/ ad hoc / none

Policy appro-ach: Integrated/ system-oriented/ isolated/ ad hoc / none

Table 4 Service operations and standards indicators.

72

NoTopic Indicator Explanation Measurement

B B1.3

B1.4

B1.5

B2

B3

B3.1

B3.2

Complaintprocedures

Staffavailability

PersonalsecuritymeasuresAccessibility maintenance

Fare policies and alternative servicesPublictransportaffordability

Available alternative services

Complaintproceduresareapplied to improve services for all customers, and especially for older people and disabled people.Staff are available to provide on-trip information on stations and vehicles.A personal security policy covering the whole travel chain is in place.Plans, routines and monitoring to ensure accessibility is maintained.

Fare policies and alternative services

Fare policies & public transport affordability (including reimbursement procedures)

Availability of alternative services; special transport services and door-to-door services.

Policy appro-ach: Integrated/ system-oriented/ isolated/ ad hoc / noneTo a great extent/ to some extent / rarelynoneYes / partly / ad hoc or none

Yes / partly / ad hoc or none

Qualitativedescription

Yes / partly / no

YES/partly/no

NoTopic Indicator Explanation Measurement

C C1 Accessible information

Multi-formatinformationbefore and during trip: Multimodalinfo,dynamicinfo and accessibility info according to user requirements, before and during trip as well as disruptions info. Passenger travel training.

Policy appro-ach: Integrated / system-oriented / isolated / ad hoc / none

Table 5 Information and ticketing indicators

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NoTopic Indicator Explanation Measurement

C C1.1

C1.2

C1.3

C2

Information before and on trip meeting user require-mentsDisruption and emer-gency info

Passengertravel training

Accessible ticketing

Multimodalinfo,dynamicinfo and accessibility info according to user requirements.

Information about disruptions and emergencies are designed to reach all end-user groups and staff are trained to assist travellers who need assistance (existence of an emergency / evacuating plan).Passenger travel training is provided to a broad range of passenger groups covering a wide range of barriers to transport.

Easeofbuyingandvalidating ticket. Simplicity, intuitive systems, possibility to buy multimodal or integrated tickets (all the way through).

Policy appro-ach: Integrated / system-oriented / isolated / ad hoc / nonePolicy appro-ach: Integrated / system-oriented / isolated / ad hoc / none

Yes / partly / none

Policy appro-ach: Integrated / system-oriented / isolated / ad hoc / none

NoTopic Indicator Explanation Measurement

D D1

D1.1

Accessible vehicles and builtenvironment

Barrier-free pedestrian environment

Possibility to travel by public transport: Barrier-free (physical) environment, modest mental effort (information, orientation), comfort.

Actors cooperate in their efforts of making the way to and from public transport barrier-free and easytofind.

Policy appro-ach: Integrated / system-oriented / isolated / ad hoc / none

Pedestrian envi-ronment is:Improving / as before / getting worse

Table 6 Information and ticketing indicators

74

NoTopic Indicator Explanation Measurement

D D1.2

D1.2.1

D1.2.2

D1.3

D1.3.1

D1.3.2

Platformaccessibility

Vehicleaccessibility

Platforms have level access to vehicles and to pedestrian network, are smoke-free and have audio and visual announcements.Platforms have level access to vehicles and to pedestrian network, are smoke-free and have audio and visual announcements.Platforms have level access to vehicles and to pedestrian network, are smoke-free and have audio and visual announcements.Vehicleshavelowfloor,kneeling and/or ramps, designated place for wheelchair users and both audio and visual announcements.Vehicleshavelowfloor,kneeling and/or ramps, designated place for wheelchair users and both audio and visual announcements.Vehicleshavelowfloor,kneeling and/or ramps, designated place for wheelchair users and both audio and visual announcements.

Policy appro-ach: Integrated / system-oriented / isolated / ad hoc / noneShare of platforms (%)

Share of lines (%)

Integrated / system-oriented / isolated /ad hoc (approach) / none

Share ofvehicle-km (%)

Share of lines (%)

75

5.4 The use of indicators: data collection

For the data collection phase there needs to be a checklist or questionnaire

to define the data needed for the indicators. The investigation of the urban

public transport system is, however, a joint undertaking for all the actors

involved in the provision of local public transport. There are two suggested

ways to organise the process:

- The local authorities may ask all relevant actors to provide the data

needed to complete the questionnaire for which they are responsible.

- The local authorities invite all relevant partners around a table to give

input to the indicators.Eachpartner thenmusthaveprepared thenecessary

data beforehand.å

To achieve valuable information on the direction and pace of development,

it is important to assess the aspects in a comparable way each time. It will be

important to document the procedure. This also indicates that it may be better

tokeepthenumberofpeopleinvolvedlowandtogivesufficientinformation

and training to those involved. Documentation regarding indicators need to

be carried Before the data collection phase we recommend that the transport

systemtobeassessedisclearlydefinedintermsofgeographicalarea,public

authorities, transport operators, modes etc. This helps to ensure that all relevant

partnersareidentifiedandincludedintheprocess.Italsohelpsthepartnersto

collect data in a consistent way for all aspects of the transport system, relating to

the same geographical area, length of network, modes and number of vehicles

etc.Itclarifiesthelevelatwhicheachoutcomeisrelevant(cityregion,citylevel,

or single operator).

Once the geographical area of the assessment has been chosen, it may

be a good idea to describe the actual transport network in terms of the number

of vehicles for each mode and the number of stops and terminals of certain

categories. This may also simplify the process of repeating the assessment, as

there may not be a need to assess the same vehicles again the next time, unless

76

changes are made. To learn from the assessment a certain level of detailed

investigation is needed. If the work load of data collection seems overwhelming,

it might be better to start with a sub-area and widen the area as a next step.

5.5 The assessment of the indicators

Eachsub-indicatormay representa setofquestionsanddatasets.The

assessment for each sub-indicator is an overall assessment based on the data

provided. Basically all sub-indicators have the same weight, but there may

be exceptions. What is important is to document how each indicator has been

assessed, to allow comparison over time and follow the direction and pace of

development.

A scale of how to assess the indicator may be quantitative (a number or

percentage), a qualitative scale (better, as before, worse) or a qualitative

description etc. For some indicators it is advisable to add a qualitative

description to the more quantitative score, to facilitate comparison over time.

The scales presented in the previous sections are best judgements based on the

nature of each theme, expectations on the availability of data and current knowledge.

77

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