EMTA General Meeting – London October 9° 2014

SURVEY ON THE INTERCHANGE RATESURVEY ON THE INTERCHANGE RATE

Results of the questionnaire circulated among EMTA Members

DEFINITIONS

Before introducing the subject of the interchange rate, a few definitions are useful:

TRIP: A Trip is an unique unit from one origin to one destination for one purpose. It can be made using one or more networks and/or vehicles.

If a trip is made using several modes, networks or vehicles, every change of mode, network or just vehicle is considered as an interchange :

In the Barometer we define also how a trip can be composed:JOURNEY: in closed networks a journey is counted whenever the passenger enters or leaves the

network. In open networks a journey is counted whenever a different vehicle is used.STAGE: each change of vehicle is counted as a stage both in closed and open networks. A stage

can be referred to as “boarding”.The interchange rate is a fraction. We calculate it as:

Number of stagesNumber of trips

WHY WE PROPOSED THIS SURVEY

During the last 4 years the economic crisis reduced the amount of revenues from taxesAs a consequence the central government in Italy has reduced public transport funding We have been intensively involved in reorganization processes to reduce the amount of service

offered while ensuring a satisfactory level of service to our customers.In this process we used our simulation models to evaluate the impact of different scenarios.The urban transport operator asked for a consultancy from the University to analyze the PT

network and make a proposal for a new PT network schemeThe results of the simulations made by the University on both the current network and a scenario

with a partially redesigned network reported an interchange rate that was higher than the rate measured by our surveys and also higher than the output of our simulations.

We did not expect such a high interchange rate and therefore we decided to ask the EMTA Members to provide their figures for benchmark.

This short presentation shows a comparison among our data from surveys and the data received from the EMTA members who participated in the survey.

THE INTERCHANGE RATE IN OUR REGION

In our network we adopt the interchange rate as Stages divided by TripsThe source of information is the IMQ (Mobility and Quality Survey) on a CATI basis on a sample of citizens living

in the province of Turin.We ask the interviewed persons to describe all the trips made the working day before the interview.For every trip we ask them to declare how many modes they used:

» Suburban rail» Metro» Interurban bus» Urban bus and tramway» Other bus and vehicles (school bus, company bus, water transportation, cable-car, etc)

If the Turin urban network is one of the modes they used, we ask them to declare the line numbers.

At the moment we don't ask to specify the different lines used in case of suburban rail and interurban bus.

CALCULATION OF INTERCHANGE RATE IN OUR REGION

To calculate the interchange rate we count the number of different segments of the trip as different modes + different stages on the urban network:

Example: A trip made using suburban rail, then urban tramway (Line 4) and then urban bus (Line 15) counts

as two modes but counts as three stages. Therefore in order to calculate the interchange rate it counts 3.

A trip made using interurban bus, then suburban rail, then urban bus (Line 10) has three modes as the previous example bus counts as 3.

OUR FIGURES

Years/surveys 2004 2006 2008 2010Stages (Modes + Lines)

932.378

858.171

896.521

997.872

Trips 723.057

688.371

694.093

768.629

Combined Interchange rate

1,29 1,25 1,29 1,30Stages 749.751

640.561

644.930

711.854

Trips 599.127

507.402

528.390

588.954

Interchange between urban bus & tramway lines

1,25 1,26 1,22 1,21

Combined interchange rate modes + urban bus & tramway lines

Interchange rate between urban bus & tramway lines

OUR QUESTIONNAIRE

"In our network we classify the interchange rate at two levels:1. Interchange between different modes, i.e.:1a. Suburban rail1b. Metro1c. Urban buses and tramway1d. Other buses and vehicles (interurban bus, water transportation, cable-cars, etc)2. Interchange within the same mode and between different lines/routes (only for point 1c. urban bus and tramway and 1b. Metro if more than one line are present)"

Do you use the same approach to measurement of the interchange rate?For those who answered NO to the previous question Can you please specify your approach?

Calculation of interchange rate:Do you have figures about the interchange rate in your network?

"In our network we calculate the interchange rate with the following method:1. The average number of different modes used by the passenger in a single trip from origin to destination2. The average number of different lines (if more lines are present within one mode) used by the passenger in the same trip."

BENCHMARK

We received 9 filled questionnaires. Two PTA’s declared that they have no data available at the moment.

A comparison is difficult because the calculation of the interchange rate is made by each Authority with different purposes (some PTA’s obtain it from the ticket validations for clearing purposes, some other PTA’s obtain the rate from general purpose surveys).

These are the figures that are more homogeneous.

Interchange rate stages / trips

AMMT Turin (2010) 1,30SYTRAL Lyon 1,48VBB Berlin 1,50ATM Barcelona (Intermodality rate)

1,33

ROPID Prague 1,47HSL Helsinki 1,30

BENCHMARK

These are the figures that are collected with a different purpose.

Interchange rate (criteria)

MOVIA Copenhagen

Share of combination trips per company

Min 21% max 60%Boardings per trip

Calculated per companyMin 1,014 max 1,14

ZTM Warsaw Interchange measured by ticket validations

It is different for each ticket/pass

ANSWERS IN DETAIL

Do you use the same approach to measurement of the interchange rate?

ZTM Warsaw VOR Vienna VBB Berlin HSL Helsinki ATM BarcelonaNO NO NO YES YES NO YES YES NO

Can you please specify your approach?--- ---

MOVIA Copenhagen

ROPID Prague

STADSREGIO Rotterdam

SYTRAL Lyon

It is calculated per company, not per mode because the objective of the surveys is to share the revenues among the operators that are part of the integrated fare system

We have no levels concerning changes, there is a change or not – without regard to mode of transport

It is not calculated by a specific approach to measure the interchange rate

At the Moment, there are no up-to-date date concerning the interchange rate in the VOR-Region available

The indicator currently used to measure the interchange rate is the intermodality rate, defined as the percentage of integrated journeys consisting of 2 or more stages (see table for detailed explanation).

ANSWERS IN DETAIL

Are your figures calculated with the method that we described above?

ZTM Warsaw VOR Vienna VBB Berlin HSL Helsinki ATM BarcelonaNO NO NO NO NO NO NO

Do you use another method? If yes, can you describe it and include your figures?

MOVIA Copenhagen

ROPID Prague

STADSREGIO Rotterdam

SYTRAL Lyon

Almost. The figures are calculated by company instead of by mode. And the interchange rate within one company is calculated as the average number of boardings per trip.

The method is the average number of different lines used by the passenger in the same trip

see table for details/figures

It is number of changes per one trip. It is 1,47.

We do not have a specific method/ approach

see table for details/figures

see table for details/figures

At the moment, we have no projects implemented to measure the interchange rate on a statistical valid basis.

Source 1 - report of the transport companies: Interchange rate between modes/ lines: 1,5. Source 2 - Surveys: 62 % of the passengers are direct riders and 38 % change their mode of transport at least once a time.

For the inhabitants of the HSL area interchange rate is about 1.3.

The indicator defined and used in the Metropolitan region of Barcelona is the intermodality rate, as defined above.From our indicator, the interchange rate you define can be easily estimated or calculated assuming that journeys of 3 or 4 stages are not significant. Journeys of 1 stage: 75.9% Journeys of 2 or more stages: 24.1%

ANSWERS IN DETAIL

MOVIA – COPENHAGEN

Mode Company

Heavy rail DSB 60,00%

Heavy rail DSB Øresund 52,00%

Suburban rail DSB S-tog 43,00%

Metro Metroselskabet 43,00%

Bus and local rail Movia 27,00%

All 21,00%

Mode Company

Heavy rail DSB 1,014

Heavy rail DSB Øresund 1,02

Suburban rail DSB S-tog 1,098

Metro Metroselskabet 1,014

Bus and local rail Movia 1,141

Share of combination

trips per company

The table illustrates for example that 43% of the trips performed by the metro are combination trips. It follows that 57% of the trips are solo trips.

Note: interchange rate is calculated per company, not necessarily per mode because one company operates several modes and one mode can be operated by several companies

Boardings per trip within a

single company (average)

ANSWERS IN DETAIL

ROPID -PRAGUE

Number of changes per one trip 1,47

SYTRAL-LYON

2009 2010 most recent

Ratio between stages and trips 1,49 1,48 1,47

Based on the Origin/Destination surveys and focused on the TCL network (Metro + bus + tram)

Note: interchange rate is considered at a global scale, without the “two-step distinction” that we make at AMMT

ZTM-WARSAW

Interchange rate is measured by ticket validations

Ticket validations → 0 1 2 3 4

20 minute city travelcard 68,00% 32,00%

Single fare trasfer ticket 66,00% 29,00% 5,00%

Short and Long Term travelcards ( 22,00% 51,00% 21,00% 5,00% 1,00%

Short-term (1-day ticket, weekend ticket) and Long-term Travelcards (30-day, 90-day, Personal Pass for senior)

VBB-Berlin

Report of the transport companies 1,5 We count 1,32 Billion Passengers p.a. & 1,97 Billion Trips p.a. in PT 2013

Traffic survey results (one every three years) 1,5

Direct riders 61,80%

One interchange 30,30%

Two interchanges 7,00%

Three interchanges 0,90%

Four and more interchanges 0,10%

ANSWERS IN DETAIL

ATM-Barcelona

The figures corresponding to 2012 derived from our Integrated Ticket DB are as follows:

Journeys of 1 stage: 75,90%

Journeys of 2 or more stages: 24,10%

Among the journeys carried out in Metro, the estimation from surveys yields:

Metro journeys of 1 stage: 65,00%

Metro journeys of 2 or more stages: 35,00%

Given that Metro means 36.3% of validations, a better estimation of the intermodality rate, including Metro changes could be:

Journeys of 2 or more stages: 24,10%

Journeys of 1 stage: 75,90% among which 36% are on metro

- among which on Metro 36,60%

- metro journeys of two stages (from surveys) 35,00%

Journeys of more stages including metro 9,72%

Total intermodality rate 33,82%

In the Barcelona integrated ticket system, the validation of the ticket is required every time the user rides on a new mode during a period of 75 minutes. A stage of an integrated journey is defined as each validation a user has carried out during the same trip. The only case in which the validation does not occur is in the Metro network as the change from line to line is free. Consequently, a trip in Metro is always counted as an only stage, regardless of the number of changes actually made inside the network.

CONCLUSIONS

AMMT would like to thank all the EMTA Members who participated in the survey. The figures you provided are very useful to better compare our figures and the output of our simulations with the data coming from the other metropolitan areas.

And of course, thanks for your attention today!