Joint Best Practice Report

Joint Best Practice Report Work Package 3 Collection of Best Practices F a c u l t y o f C i v i l E n g i n e e r i n g U n i v e r s i t y o f M a r i b o r F e b r u a r y, 2013

PART: Document Title: Joint Best Practice Report Sub Title: Work Package 3 - Task Force 3 act 3.2 Collection of Best Practices Document History Version Comments Date Done by Version 1.0 TF2 best practice remarks 10/01/2012 Loretta Barbetti TF3 best practice remarks 24/01/2012 Peter Bánovec TF1 best practice remarks 24/01/2012 Giuseppe Luppino TF3 best practice draft report 06/03/2012 Branko Jurič Version 2.0 TF2 best practice draft report 10/04/2012 Monica Giannini TF2 benchmark visit report 16/04/2012 Monica Giannini TF1 benchmark visit report 17/05/2012 Giuseppe Luppino Version 3.0 TF3 benchmark visit report 12/06/2012 Marko Čelan Joint best practice draft report 16/06/2012 Aleš Boškoski TF2 best practice final report 19/07/2012 Monica Giannini TF1 best practice final report 10/08/2012 Giuseppe Luppino Version 4.0 TF3 best practice final report 04/09/2012 Mitja Klemenčič Branko Jurič Version 5.0 Comprehensive report with 24/10/2012 Branko Jurič remarks Version 6.0 Comparative analysis 18/11/2012 Mitja Klemenčič Version 7.0 Final 22/2/2013 Marko Čelan, Marjan Lep, Vlasta Rodošek Beno Mesarec Number of pages: 171 Number of annexes: 04 Prepared by: University of Maribor, Faculty of Civil Engineering Contribution: Modena Mobility and Local Public Transport Agency S.p.a. (amo), Institute for Transport and Logistics Foundation, Gestione del Transporto, Marche Regional Government, Pluservice srl, Senigallia, Italy Municipality of Košice, Slovakia University of Maribor, Faculty of Civil Engineering, Principal Author(s): Mitja Klemenčič Branko Jurič Contributing Author(s): Fabio Stampini Giuseppe Luppino Loreta Barbetti Beno Mesarec Monica Giannini Peter Bánovec Marko Čelan, Marjan Lep, Vlasta Rodošek Peer Rewiew Partner Date Version 5.0 Miskolc Holding 17/12/2012 Approval for delivery ATTAC Coordinator Date Version 7.0 2

PART: Project partners Partner role Official name in English Abbreviation Country LP Miskolc Holding Plc. Miskolc Hungary ERDF PP1 Institute for Transport and Logistics foundation ITL Bologna ERDF PP2 Marche Regional Government Marche Italy ERDF PP3 Oradea Local Transport Company Ltd. by shares OTLRA Italy Romania ERDF PP4 Municipality of Burgas Burgas Bulgaria ERDF PP5 Municipality of Kosice Kosice Slovakia ERDF PP6 University of Maribor UMaribor Slovenia ERDF PP7 Thessaloniki Public Transport Authority ERDF PP8 Central European Initiative - Executive Secretariat THEPTA Greece EU ASP1 Municipality of Maribor Maribor Slovenia EU ASP2 The Romanian Union of Public Transport CEI URPT Italy Romania EU ASP3 Public Transport Company Košice PTCKosice Slovakia EU ASP4 Modena Mobility and Public Transport Agency S.p.a. amo Italy LP ERDF PP EU ASP Lead Partner ERDF Project Partner EU Associated Strategic Partner 3

Contents 5 8 8 10 11 13 15 15 19 24 24 26 31 34 38 42 47 53 53 56 61 64 67 69 73 73 76 79 81 86 89 93 98 103 108 111 115 PART: List of Abbreviations Introduction 1.1. About ATTAC project 1.2. Scope and purpose of Joint Best Practice report 1.3. Methodology 1.4. Structure of the Joint Best Practice report 2. Review of relevant tools, strategies and city measures 2.1. Tools and strategies 2.1.1. Organisational aspect... 16 2.1.2. Financial and technological feasibility... 17 2.1.3. Transferability and sustainability aspect... 17 2.2. Best practice case cities 3. Flexible Transport Solutions 3.1. Background information 3.2. FLIPPER 3.3. Modena (Prontobus) Italy 3.4. Bremen (CiViTAS VIVALDI) Germany 3.5. Genoa (DRIN BUS) Italy 3.6. Florence (PERSONALBUS) Italy 3.7. Brno (CiViTAS ELAN) Czech Republic 4. Introduction to E-ticketing and smart card 4.1. Background information 4.2. La Rochelle (CiViTAS SUCCESS) France 4.3. Cuneo (BIP) Italy 4.4. Timiș oara (SIEIC) Romania 4.5. Vicenza (FTV) Italy 4.6. Verona (MOVER) Italy 5. Intelligent Passenger Information 5.1. Background information 5.2. PROCEED 5.3. LINK 5.4. Almelo (SABIMOS) Netherlands 5.5. Trondheim (NICHES+) Norway 5.6. Brno (CiViTAS ELAN) - Czech Republic 5.7. Ljubljana (CiViTAS ELAN) Slovenia 5.8. Barcelona (CiViTAS MIRACLES) Spain 5.9. Other Best Practice measures 5.9.1. Toledo (USA)... 103 5.9.2. Malmö (Sweden)... 104 5.9.3. Cornwall County (UK)... 105 6. Comparative analysis 6.1. Flexible Transport Solutions 6.1.1. Organisational aspect... 112 6.1.2. Financial and technological feasibility... 113 6.1.3. Transferability and sustainability aspect... 114 6.2. E-ticketing 6.2.1. Organisational aspect... 116 6.2.2. Financial and technological feasibility... 117 4

PART: 6.2.3. Transferability and sustainability aspect... 117 6.3. Improving passenger information 118 6.3.1. General information... 118 6.3.2. Organisational aspect... 126 6.3.3. Financial and technological feasibility... 129 6.3.4. Transferability and sustainability aspect... 131 7. Benchmark Study Visits 133 7.1. TF1 Benchmark study visit 133 7.1.1. City of Bologna... 133 7.1.2. City of Florence... 133 7.1.3. City of Modena... 134 7.1.4. Evaluation of the site visits... 135 7.2. TF2 Benchmark study visit 135 7.2.1. City of Vicenze... 135 7.2.2. City of Verona... 136 7.2.3. City of Saluzzo... 137 7.2.4. Evaluation of the site visits... 138 7.3. TF3 Benchmark study visit 138 7.3.1. City of Enschede... 138 7.3.2. City of Almelo... 139 7.3.3. Evaluation of the site visits... 140 8. Conclusions and Summary of Findings 141 Organisational aspect... 142 Financial and technological feasibility... 142 Transferability and sustainability aspect... 143 9. Resources and Links 144 10. Annex 147 10.1. List of figures 147 10.2. List of tables 148 10.3. List of graphs 149 Appendix A Best Practice Questionnaire 150 Appendix B Identified Strategies and tools 155 Appendix C Identified Best practices city measures 163 Glossary 168 LIST OF ABBREVIATIONS ASP ATTAC Application Service Provider Attractive Urban Public Transport for Accessible Cities 5

PART: List of Abbreviations AVL AVM BHLS BIBO BP BRT CBD CEI CICO DPI DRT DTTV EC EEV ERDF ERP ETA EU FTS GIS GPRS GPS GSM HQPT ICT IMC ITS LCD LED LPTS MEMS MM MT MTIS NFC OBU ODBC PI PP P&R PT PTA Automatic Vehicle Location Automatic Vehicle Monitoring Buses with a High Level of Service Be-In/Be-Out Best Practice Bus Rapid Transit Central Business District Central European Initiative Check-In/Check-Out Dynamic Passenger Information Demand Responsive Transport Digital Terrestrial Television European Commission Enhanced Environmentally Friendly Vehicle European Regional Development Fund Enterprise Resource Planning Estimated Time of Arrival European Union Flexible Transport Solution Geographic Information System General Packet Radio Service Global Positioning System Global System for Mobile Communications High Quality Public Transport Information and Communication Technology Integrated Mobility Centre Intelligent Transportation System Liquid Crystal Display Light-Emitting Diode Local Public Transport Service Micro-ElectroMechanical Systems Mobility Management Mobility Toolbox Mobile Travel Information Services Near Field Communication On-Board Unit Open Database Connectivity Passenger Information Project Partner Park & Ride Public Transport Public Transport Authority 6

PART: List of Abbreviations PTO PTS RFID RTI / RTPI SEE SMS SSI SUTP SUMP TDC TF TPL UMTS WAP WG WIFI WIWO WP WWW Public Transport Operator Public Transport Service Radio Frequency Identification Real Time Passenger Information South Eastern Europe Short Message Service Small Scale Investment Sustainable Urban Transport Plan Sustainable Urban Mobility Plan Travel Dispatch Centre Task Force Third-Party Logistics provider Universal Mobile Telecommunications System Wireless Application Protocol Work Group Wireless Fidelity Walk-In/Walk-Out Work Package World Wide Web 7

PART: Introduction INTRODUCTION 1.1. About ATTAC project Most transport starts & ends in urban areas, thus they should provide efficient interconnections for transportation networks. ATTAC cities/regions (important nodes of the EU transp. network) are facing increasing mobility needs, intensified suburbanisation, escalating traffic flows and congestion. This led to poor accessibility of these regions & externalities that negatively affect the environment. A major reason of congestion in ATTAC areas is the ever growing use of private cars. The reduction of car use and the shift to sustainable transp. modes would be crucial, but public transport(pt) is often perceived by customers as uncomfortable and rigid. That is the reason why the ATTAC consortium (local/regional PT authorities, service providers, policy makers & networks working in the field of urban mobility: 9 ERDF PPs + 8 ASPs) set the specific objective to introduce attractive & sustainable PT solutions/services in their regions which will significantly contribute to raising the use of PT. PPs will work in 3 interlinked thematic fields to generate concrete results & prepare investments: Task Forces investigate innovative tools in the field of 1) Flexible PT solutions, 2) integrated ticketing/smart card systems, 3) Intelligent passenger information. The jointly defined solutions in all themes will be tested as pilots/pilot studies to examine the applicability of ideas in various local environments, whereby giving credence to transnational efforts made to solve local challenges. The results of testing and other project outputs feed the Urban Mobility Toolbox (MT), core output of ATTAC: a collection of good strategies/tools for making SEE cities/regions effective nodes of transnational accessibility. The implementation of MT measures in ATTAC locations (via Sust.Urb.Transp.Plans) will mitigate congestion and enable the free flow of traffic in SEE transport nodes, contributing to the general objective of ATTAC: reducing bottlenecks in EU transport corridors. Task Forces represent key research object of ATTAC. Thematic coverage of Flexible PT solutions, Integrated ticketing and smart card systems and passenger information are presented below: Flexible public transport solutions In cities and regions with high population density and congested existing road network the development of the ʺ heavyʺ public transport systems (e.g. tram and metro network) is often 8

PART: Introduction restricted with limited use of space and so prohibits any new infrastructure investments. In parallel with standard public transport modes (e.g. bus, trolleybus, taxi, cycling) new flexible public transport solutions emerge to successfully deal with this problems and to fulfil or to satisfy everyone s right to transport and their needs. A good representative and example of such service is a socalled Demand Responsive Transport system (DRT). Systems that can be adapted to suit all situations and all categories of PT users (e.g. teenagers, students and school pupils, elderly and working people, pensioners and people with reduced mobility). Integrated ticketing and smart card systems For PT users that often have to change their transport mode when making journeys the integrated ticketing service is a great way to increase the efficiency of PT services and to encourage people to use public transport by making the switch between modes more easily, more comfortable and more PT user friendly. It can also be used as payment for other services (e.g. Bike Shearing, Car Sharing, Park and Ride system). Electronic smart cards, as replacement to old magnetic stripe cards, are often used in major cities and metropolitan areas where PT user that owns such smart card can make unlimited number of journeys with various transport means during specific time period with a single valid ticket. Next step in developing modern and safe transportation service is implementation of national integrated ticketing system which combines not only different transport types but also different public transportation operators. Intelligent Passenger information The old printed hard copy, static and predefined public transport timetables are being replaced with new electronic dynamic passenger information systems (DPI). Such system can provide 9

PART: Introduction information of arrival and departure times of different transport modes in real time. System is a combination of automatic vehicle location system (AVL) and a real-time passenger information system (RTPI). Timetables and estimated times of arrival are now presented and available to PT users digitally. Information can be displayed on LCD monitors or LED panels on stations and can also be accessible over Internet, smart phones and mobile short message services. With integration of RTPI the decrease of total waiting time of PT users can be noticed. Therefore the number of private car trips in urban centres and cities can decrease. 1.2. Scope and purpose of Joint Best Practice report This Joint Best Practice report is a collection of good strategies and tools for making SEE cities and consecutively surrounding regions an effective transport node of transnational accessibility and to reduce the use of private cars with the shift to sustainable transportation modes and raise the use of public transportation in these cities. With collection of 18 best practices divided into three task forces, each covering their own field of public transportation mode and service. Main goal of this joint research is to investigate and test the feasibility and transferability of urban public transport tools and measures in these three thematic themes. The aim of the best practice collection with conclusions and comparative analysis of task force results is to feed the SEE Mobility Toolbox (MT) and pilot definition. According to ATTAC horizontal aspects (organization, technology, feasibility, transferability and sustainability) and three thematic fields, main questions to answer during this report are: Organizational aspect - What are the main procedures for stakeholders agreement/engagement in assuring improved public transport service? - What are the key performance indicators for monitoring, evaluating and assessment of PT service? - How to successfully organise marketing and management issues? - How and what to change in legislation? (if needed) - How to consider user needs and requirements? 10

PART: Introduction Financial and technological feasibility - What are the latest technological solutions for PT services? - How to identify appropriate technologies (e.g. GPS, GSM) and outputs (e.g. door to door service, price and departure information over internet, on board or real time) - What are the system requirements for implementing new information technology? - How to assure financing? - Which are the main indicators to set the tendering criteria, cost scenarios? - What are the life cycle costs and what are the (social) benefits of improved PT service? - How to assure integration with other systems (traffic light priority, traffic management, intermodality)? Transferability and sustainability aspect - How to assure strong political support? - Which documents are needed to successfully maintain improved PT service? - What to plan on long time and what on short time? - How to consider already implemented measures in other cities? 1.3. Methodology Methodology for BP report starts with best practice identification and selection process. We were looking for best practices with thematic compatibility: Tools outcomes of projects which represents a link between SUTP (Sustainable urban Transport (mobility) plan) and Task force related theme. Cities, where measures for TF related theme are»working«and have long term (Sustainable) financing. Case studies, where innovative solutions related to Task force topic were presented Identified were 62 appropriate best practices, where subsequently 6 BP s per Task Force were selected, according to the needs of pilot definition and city size. Prepared and reviewed questionnaire (Appendix A) served for detailed description of individual tool or city measure. According to the defined area of investigation and adequate answers from BP questionnaires Best practice Task Force level report was prepared. With comparative analyses between successfully implemented public transport and SUTP tools and measures, a joint best practice refers to each ATTAC theme and serves as a baseline for pilot definition and SE Mobility toolbox. 11

PART: Introduction Figure 1: Methodology for Joint Best Practice report Diverse levels of PT development in SEE and EU, lead to the need of description of best practice (BP) from Situation zero in BP cities and tools. Therefore description of historical development of BP measures/tools was important, for easier interpretation of needs and requirements of successful implementation. Selected SUTP and PT measures and strategies as best practices are to be used for inputs for pilot definition and mobility toolbox. Therefore the structure of Best practice questionnaire was divided in two parts: Part 1 - General description of BP (input for Mobility toolbox) This part describes developed tools, strategies, documents, financial instruments, etc., that are relevant to TF related topic (e.g. PROCEED, FLIPPER) Part 2 - Measure description (TF pilot input) This part describes individual measures that were successfully implemented. (e.g. CIVITAS Miracles - multioperator RTI in Barcelona) Figure 2: Strategy and measures for Joint Best Practice report 12

PART: Introduction Answers on questions in Part 1 refer to developed tools/strategies/policies and their applicability. The questions tackle different fields Inputs of tools, policies, recommendations for Mobility Toolbox and Task force related issues: Content, Objectives Theory, Science disciplines, Relation to MM Outcomes, results, Toolkit Methodology Benefits/Beneficiaries Key actors Chosen themes Transferability The answers to questions in Part 2 refer to developed measures in cities and their applicability for pilot definition. The topics are structured according to horizontal aspects: Organizational aspect Legislation Market analysis, User accessibility Evaluation, monitoring Finance and technological feasibility Tendering criteria, Budget, financing Integration with other systems Technologies Beneficiaries Transferability and sustainability Strategy/documents consideration Long and short term planning 1.4. Structure of the Joint Best Practice report Content of Joint BP Report includes 8 mutually connected chapters. In the first chapter Introduction, summary of the ATTAC project, purpose and goal of the report, the methodology for BP report and structure of the report are presented. Subsequently report in Chapter 2 Review of relevant tools, strategies and city measures provides an overview of identified best practise tools and city measures relevant to ATTAC theme. BP s are structured according to task force topics. 13

PART: Introduction Additionally 18 selected BP s are presented in three chapters, each covering individual task force theme: Chapter 3 Flexible transport solutions, Chapter 4 E ticketing and smart card and Chapter 5 Improving passenger information. Each task force chapter represents the state of the art of the related topic and findings from fulfilled questionnaires. Reports on tools and strategies (e.g. FLIPPER, PROCEED, LINK) present the information on how the guidelines where derived, how to use them and what are the recommendation on related topic according to horizontal aspects, while reports on city measures include basic information on city s public transport and description of organizational, financial, technological, sustainability and transferability aspects. In Chapter 6 Comparative analysis city measures are mutually compared according to city and PT statistics. Comparative analysis is focused on finding similarities and differences of observed objects and makes them cohere into meaningful arguments. As most of compared objects between task forces are unrelated, the comparative analysis is provided isolated for each topic. Report of Benchmark study visit is presented in Chapter 7. In introduction the selection process of study visit is presented. Selected cities for study visit are presented through thematic activities related to task forces. Conclusions in Chapter 8 represent key findings of the joint best practise report. Summarised answers to the questions set in introduction, represent recommendations for the pilot definition, while research gaps and further fields of investigation support the needs for mobility toolbox. 14

PART: Review of relevant tools, strategies and city measures 2. REVIEW OF RELEVANT TOOLS, STRATEGIES AND CITY MEASURES Identified best practices for Attractive Urban Public Transport for Accessible Cities represent wide thematic selection of tools, strategies and city measures that directly or indirectly cover 3 thematic areas in ATTAC. In general, they can be divided in top down and bottom up approaches, where top down approaches represents structured recommendations and tools derived from several EU projects, while bottom up approaches represent successfully implemented measures in cities or case studies. Both approaches are analysed according to ATTAC horizontal aspects (organization, technology, feasibility, transferability and sustainability) and their application level (local, regional, national or supranational). 2.1. Tools and strategies Best Practice Tools and strategies are identified in ATTAC as outcomes of projects, which represents a link between SUTP (Sustainable urban Transport (mobility) plan) and Task force related theme. Outcomes of the projects represent mostly decision support tools for improving public transport, accessibility or soft mobility. Identified tools and strategies were selected from the viewpoint of improving passenger information, flexible transport solutions or e ticketing. Analysis revealed that, isolated strategies on task force themes were common in the late 90 s and in the beginning of new millennium, while latest recommendations reveal the need for implementation of broader spectrum of push and pull measures, according to harmonized strategies and visions of different sectors. Strategies focused on end user needs and requirements are reported to be successful. Latest EU-funded projects and studies, which scope best with recommendations and procedures for accessible cities with attractive urban public transport, are structured according to horizontal aspects: - Organisational aspect covers strategies and tools on procedures for improving PT - Financial and technological feasibility retrieves latest interoperable technological solutions and requirements for PT upgrade - Transferability and sustainability aspect represent concepts, tools and guidelines for political support and transferable MM measures. 15

PART: Review of relevant tools, strategies and city measures Full list and description of identified BP projects is presented in Appendix B. 2.1.1. Organisational aspect Organisational aspect covers strategies and tools on procedures for improving PT. Current strategies and tools are structures according to research subthemes: a) Procedures for stakeholders agreement/engagement in assuring improved public transport service are presented as principles and strategies for high quality public transport: PROCEED - PRinciples Of successful high quality public transport operation and Development for small and medium sized cities HITRANS - Development of Principles and Strategies for Introducing High Quality Public Transport in Medium Size Cities and Urban Regions and SPUTNIC Strategies for Public Transport in Cites b) User needs and requirements are considered within: ACCESS2ALL - Mobility schemes ensuring accessibility of public transport for all users AUNT-SUE - Accessibility and User Needs in Transport for Sustainable Urban Environments c) Proposals for legislation upgrade: LINK - The European Forum for Intermodal Passenger travel INTERCONNECT - Interconnection between short and long distance transport networks d) Key performance indicators for monitoring, evaluating and assessment of performance of accessible cities within attractive urban public transportation: CONDUITS - COordination of Network Descriptors for Urban Intelligent Transportation Systems MEDIATE - Methodology for Describing the Accessibility of Transport in Europe FLIPPER - Flexible transport services and ICT platform for Eco-Mobility in urban and rural European areas e) Organisation of marketing and management issues: MAX - Successful travel awareness campaigns and Mobility Management strategies AD PERSONAM - A Direct Marketing Programme for Public Transport Strategies for Public Transport in Cities STADIUM - Smart Transport Applications Designed for large events with Impacts on Urban Mobility 16

PART: Review of relevant tools, strategies and city measures SUNRISE - Flexible Mobility Services to Increase Sustainable Mobility and Social Cohesion in the European Regions TOOLBOX/SAVE II - for Mobility Management Measures in Companies TWIST - Transport WIth a Social Target DELTA - Concerted coordination for the promotion of efficient multimodal interfaces 2.1.2. Financial and technological feasibility Financial and technological feasibility retrieves latest interoperable technological solutions and requirements for PT upgrade: f) Latest technological solutions for PT services: START - Seamless Travel across the Atlantic area Regions using Sustainable Transport EUROPTIMA - European Open Platform for Smart Card Ticketing, Payment and Multiservice in Interoperable Mass Transit Application VIAJEO - International Demonstrations of Platform for Transport Planning and Travel Information WISETRIP - Wide Scale Network of E-systems for Multimodal Journey Planning and Delivery of Trip Intelligent Personalised Data DELFI - Durchgāngige Elektronische FahrplanInformation KITE E-Knowledge base for Intermodal passenger travel in Europe BUSTRIP Baltic Urban Sustainable Transport Implementation and Planning (PT Benefits) g) Financial feasibility: IFM PROJECT - Interoperable Fare Management Project h) Integration with other systems (traffic light priority, traffic management, intermodality) and is reachable with strategies: CHAMPIONS - Improvement of CE regions accessibility through air transport interconnectivity ROCK Regions Of Connected Knowledge 2.1.3. Transferability and sustainability aspect Transferability and sustainability aspect represent concepts, tools and guidelines for political support and transferable Mobility Management measures. Relevant strategies: i) Recommendation for strong political support: APTIE - Accessible Public Transport in Europe 17

PART: Review of relevant tools, strategies and city measures TRANSURBAN - Transit Systems Development for Urban Regeneration j) Long term and short term planning: MASCARA - Demand Responsive Transport service for increasing Social Cohesion in Urban / Rural Areas SEE MMS - South East European Mobility Management Scheme NICHES + - New and Innovative Concepts for helping European Transport Sustainability k) Best practice measures, financial mechanisms and mobility guidelines: ELTIS - European Local Transport Information Service - Portal ELTIS plus - Sustainable Urban Mobility Plans - Portal MMOVE - Mobility Management Over Europe PILOT - Planning Integrated LOcal Transport CIVITAS - ELAN, MIRACLES, SMILE, MIMOSA - co-founded initiative with database for sustainable MM measures EPOMM - European Platform on Mobility Management PIMMS, PIMMS Transfer - Transferability and Mobility Management measures ASTUTE - Database on Measures improving walking and cycling to reduce emissions 18

PART: Review of relevant tools, strategies and city measures 2.2. Best practice case cities With growing number of private trips in urban areas which lead to great negative impact on environment and ever growing external costs in urban transport, both resulting bad and ineffective interconnections for transportation networks. Cities and regions that serve as important nodes of European transportation network are also dealing with low and poor accessibility and decreasing interest in using urban public transportation modes as an alternative to more comfortable private car trips. Therefore cities and regions covered in this report had been chosen as an example of how to attack and face with problems like increasing comfortable personal mobility needs, escalating congestions and intensified suburbanisation. As public transport is often perceived from users point of view as very unsafe, uncomfortable, imprecise and rigid, the core output of ATTAC is a collection of good tools and strategies for reduction of car use and shift to sustainable public transportation modes. To achieve this objective three Task Forces were formed, each covering their own thematic filed. To encourage people to walk, cycle and use public transport in order to reduce motor traffic and its adverse effects, several cities implemented mobility management measures. Best practice city measures represent measures with secured long term financing in cities with similar properties as project partner cities. Additionally innovative case studies, which solutions are related to Task force topic were added to the list. In general 30 cities were proposed as best practices (Appendix C). Map presents identified and selected BP city measures (29 in Europe and 1 in USA) according to the task force. 19

PART: Review of relevant tools, strategies and city measures USA Figure 3: Cities and Countries of Best Practices BP s per Task Force To effectively deal with increasing use of cars and congestions in urban centres and cities each Task Force prepared a collection of city MM measures that were implemented in other EU regions and have encountered a positive feedback from public transport users. Task Force I Flexible public transport solutions Bridging the mobility gaps by promoting flexible and new transport solutions is an objective that the Agency for Mobility and Local Public Transport in Modena (amo) as coordinating partner of TF1 with long going experience in mobility management and logistics will tackle. Bridging the mobility gaps 20

PART: Review of relevant tools, strategies and city measures by promoting flexible transport solutions is covered with detailed review of - Alternative organisation of FTS (integration with taxi service Achterhoek, mixture of DRT and fix PT Genoa, support to fix PT Modena, replacement fix with DRT Fano, activity base DRT for healthcare and disabled Bologna and Brno) - Technological and financial upgrade (dynamic route planning based on customer requested Florence, DRT for minimal costs Purbach, integration PT, bike and car sharing Bremen) - Transferability and sustainability (Genoa transferability Krakow, feasibility study on DRT Livorno) Task Force II Integrated ticketing and smart card systems As TF2 leader and coordinator, Marche will share its experiences with other project partners on promoting innovative integrated ticketing and smart card systems, and the results of its ongoing project in this theme. Thematic field covers the promotion of innovative and integrated ticketing system and the use of smart card service in urban public transport based on experiences in different EU cities and regions: - Technical and financial upgrade (online smart card Verona, integration of e- and magnetic ticketing process - Vicenza, e-ticketing for bike, bus, taxi and ferry- La Rochelle, e ticketing for PT, parking and bike sharing - Cuneo, e-ticketing for P&R and PT. - Methodological steps for implementing integrated e- ticketing Timisoara Task Force III Passenger information systems Improving the way of providing public transport information to the PT users is coordinated by Faculty of Civil Engineering in Maribor where main knowledge is based on capitalisation of successful implementation of real-time passenger information system in other EU cities and regions. Procedure of improving passenger information service are presented in: - Management and marketing upgrade (rising the image of PT Malmö, RTPI and accuracy control Ljubljana, RTPI and occupation level Donostia San Sebastian, integrated mobility centre - Brno) - Technical and financial upgrade (RTPI with traffic priority Almelo, RTPI for multi-operators Barcelona, 21

PART: Review of relevant tools, strategies and city measures P&R and RTPI Cornwall, full scale RTPI international tendering - Toledo, RTPI and customer willingness to pay Thessaloniki) - Transferability and sustainability (ITS for PI part of BHSL Jönköping, Guidelines on mobile RTPI Trondheim, Cross border door to door planner Graz Maribor) Detailed descriptions of all identified best practice city measures is presented in Appendix C. According to the pilot identification and comparability with city size, ATTAC consortium has chosen the following cities for best practices: Table 1: Identified Projects/Case cities Contributing projects / study TF related Content / Case cities Description and additional information CIVITAS TF 1 VIVALDI Bremen (GER) New concept of mobil.punkt stations in the city serving as interchanges between car sharing, public transport and cycling. TF3 MIRACLES Barcelona (SPA) Development and Installation of Multi-Operator Automatic Vehicle Monitoring and Real-Time Passenger Information System TF2 SUCCESS La Rochelle (FRA) Launching new single smart card service for multimodal public transport use with online rechargeable ticketing system. TF1 TF3 E L A N Brno (CZR) TF1 - Five special minibuses were delivered to improve bus service for disabled on special lines and on common lines in non pick hour. TF3 - New Integrated Mobility Centre (IMC) for providing info about cycling, parking, public transport, new car sharing system and ticket vending machines. TF3 Ljubljana (SLO) New Real Time Passenger Information System integrated with the existing public transport management system of the PT operator. NICHES+ TF3 Trondheim (NOR) Implementation of Mobile Travel Information Services for the Public (MTIS) DRIN BUS TF1 Genoa (ITA) Flexible bus service (DRT) for connecting low-density areas. 22

PART: Review of relevant tools, strategies and city measures ProntoBUS TF1 Modena (ITA) Flexible service connecting growth residential localities to centre. Personal Bus TF1 Florence (ITA) Flexible bus service (DRT) for connecting low-density areas. MOVER TF2 Verona (ITA) Introduction of electronic smart card ticketing service. FTV tick. TF2 Vicenza (ITA) Integration of electronic and magnetic ticketing processes, info-mobility and service certification. BIP TF2 Cuneo (ITA) Improving accessibility and quality with construction of electronic fare collection system. SIEIC TF2 Timișoara (ROU) New ticketing system based on contact less cards and the centralized management system of the vehicles. SABIMOS TF3 Almelo / Enschede (NED) AVL tracking system with traffic intersection priority system and providing Real Information and Time Passenger Information. 23

PART: Flexible Transport Solutions 3. FLEXIBLE TRANSPORT SOLUTIONS Public transport is a key component in the SEE small-medium size cities not only for the downtown but also and especially for the surrounding areas such as countryside, industrial areas and in general all the low density populated areas which are suffering a lack of transport services. The reason of the lack is simple: a traditional Public Transport Service (PTS) is not sustainable from the economic point of view in these areas as the demand is too low. The result is that car will remain the most widely used mode of transport, producing pollution and traffic congestion in peak hours. 3.1. Background information Public Transport needs to be flexible, but what does it mean? A flexible transport Service (FTS) is something between the traditional service and a door-to-door service, without overlapping to the first one, in particular: Replace normal PTS in areas or hours with low demand; Integrate traditional public transport services in smaller towns with low population density, dispersal population (mountain areas, rural locations) or areas not served by fractional LPT services; Offer higher quality service, closer to the need of users, thanks to the customization, the duration and the comfort of the trip that must not be greater than 30 minutes and it is performed with small and ecological buses, equipped with devices for transporting disabled people. This solution exists in several contexts also in big cities in order to satisfy the request of users in particular zones or hours. The role of Task Force 1 is to analyze the best practices in Flexible Transport Services in order to transfer some of these solutions to the local context. Flexible transport system can be of several typologies: a) Scenario 1: fixed itineraries and flexible time tables, b) Scenario 2: fixed itineraries with deviation on demand, c) Scenario 3: flexible itineraries with predefined bus stops, or d) Scenario 4: flexible itineraries and flexible stops (door-to-door service, very similar to a taxi). 24

PART: Flexible Transport Solutions The typologies are showed in Fig. 4 below. Figure 4: FTS models of services In the following chapters some typologies of flexible transport systems are described. The description is based on the questionnaires that each partner member of the task force 1 was in charge. FTS can and must be an important component in an integrated Public Transport system in urban and peri-urban areas of the European Union. Significant benefits exist by FTS introduction, either as feeder services to mass rapid transit, or as replacement services for underused bus routes, with eco vehicles. In integrated PT is the role of FTS: * as local and service feeder to main PT modes (Metro/Tram, BRT, Conventional Bus, Train, etc) * Replacing low-frequency conventional services FTS role in Integrated Public Transport System * Replacing fixed routes in evenings and/or weekends * Dedicated/special services, restricted to specific users groups (disadvantaged, mobility impaired, disabled, youth) * Services in low-density peripheral and/or suburban areas * Niche urban mobility markets (e.g. tourism, airport) 25

PART: Flexible Transport Solutions 3.2. FLIPPER Objectives FLIPPER stands for Flexible Transport Services and ICT platform for Eco- Mobility in urban and rural European areas. It was an INTERREG IVC Project from September 2008 November 2011, where main objectives were: * Investigation, exchange of experience and transfer of good practices of FTS in relation to mobility in cities, rural areas and small towns among different EU areas and Authorities * Capitalisation on real results, experiences and good practice gained DRT service Feasibility and Pilots in 11 European different sites How guidelines were derived (methodology)? One of the outputs was also elaboration of Guidelines for an effective European policy for collective transport services for cities and rural areas. They were derived upon experience learned: 12 Feasibility Studies: Bologna-IT, Budrio-IT, Livorno-IT, Scandicci-IT, Defereggental-AT, Purbach-AT, Kastoria-EL, Langadas-EL, Volos-EL, Formentera-ES, Almada-PT, South Tipperary-IE; 6 Pilot Experiences: Bologna-IT, Purbach-AT, Kastoria-EL, Volos-EL, Formentera- ES, South Tipperary-IE; 5 Study Visits: planning and assessment, operations and monitoring, transport of people with impaired mobility, multiservice agency. During the project life, Flipper partners identified 27 good practices, 17 of which were already successfully transferred. How to use FLIPPER toolbox? The FLIPPER project identify the good practices in the implementation of Flexible Transport Services and systems and facilitate their dissemination amongst governmental bodies, research organisations, transport operators and private companies. The designed knowledge transfer mechanisms consists of a knowledge base on FTS for the un-experienced partners and secondly at transferring this knowledge to many other entities/regions throughout EU, thus assuring the so-called local ownership. 26

PART: Flexible Transport Solutions Furthermore, this structure allows the replication and prolongation of some relevant features, such as: 1. a careful alignment of the knowledge transfer with the needs of the involved FLIPPER EU Areas; 2. training courses and study visits to transfer the capability from skilled partners to the other FLIPPER entities; 3. organisation of workshops to disseminate the knowledge which can be replicated beyond the FLIPPER project life mainly through the use of the Virtual Library on FTS; 4. establishing a network among universities, operators and local Authorities to migrate the knowledge towards the other EU areas, which can in turn provide local training courses and knowledge transfer; 5. development of feasibility studies and demonstration projects which will allow the authorities and operators to put the knowledge into practice and develop their own FT services; 6. production of the scheduled promotion materials to raise awareness of the undertaken actions; 7. production of policy guidelines at regional and EU levels of which the validity will last far beyond the end of the project; 8. FLIPPER website and the Virtual Library which will not only provide project and event information but also a wide array of online knowledge and other resources for assisting the practitioners/authorities in FTS implementation decision making. What are recommendations for improving flexible transport solutions? Organisational aspect The 12 feasibility sites have different characteristics and needs, thus allowing the investigation of the impacts of the proposed flexible transport solutions across a range of operational environments: - analysis of existing mobility demand and PT services currently offered at each site; - assessment of citizens needs + operational, financial and organisational constraints; - the definition of the most suitable mobility service schemes for improving and extending accessibility and reducing the environmental impacts Drawing on the outputs from the feasibility studies, 6 sites have been fully integrated into pilot applications. The implementation of the pilots include: - design and implementation of ICT solutions supporting operation and coordination of FTS - implementation of the supporting organisational measures required to achieve the planned FTS - start up the pilot demonstration 27

PART: Flexible Transport Solutions - data collection and evaluation of the FTS impacts - identification and transfer of good practice FTS can and must be an important component of integrated Public Transport system in urban and periurban areas of the European Union. Significant benefits exist by FTS introduction, either as feeder services to mass rapid transit, or as replacement services for underused bus routes, with eco vehicles. In integrated PT is the role of FTS: - as local and service feeder to main PT modes (Metro/Tram, BRT, Conventional Bus, Train, etc) - replacing low-frequency conventional services FTS role in Integrated Public Transport System - replacing fixed routes in evenings and/or weekends - dedicated/special services, restricted to specific users groups (disadvantaged, mobility impaired, disabled, youth) - services in low-density peripheral and/or suburban areas - niche urban mobility markets (eg. tourism, airport) Financial and technology aspect FTS have a role in filling gaps in both rural and urban areas. They also replace some conventional services, where they provide a more cost effective solution (* e.g., in Manchester replacing conventional services with DRT has resulted in savings of 64%). Additionally there remains a need in urban areas for FTS services to provide for impaired or those who can t use conventional bus network. Flipper project revealed that FTS services represent: a) High care needs services (70%) which are relationships between patient transport, social services transport and other high care needs. b) Premium services - This includes conventional taxis, and premium taxi-bus style services, funded by users through premium cost fares. c) Best value public transport - This includes supported services funded through user fares and transport funding, and providing alternatives to conventional bus routes for different users and / or locations ( e.g. dial-a-ride services). d) High value to agency services - This includes services purchased largely to meet some specific non transport aims. Integrated provision of FTS provides growth of PT. Integration with other market segments is possible through shared resources and shared funding. Potential markets for FTS are coloured with green. 28

PART: Flexible Transport Solutions Figure 5: Potential markets for efficient flexible transport solutions Technology for DRT Booking, Scheduling and Dispatching Systems developed in last 30 years so far, that the time from user request to bus arrival dropped from over 48 hours to less than 1 hour. Although dispatching (call) centre can be built up with minimal costs (in case of small cities e.g. Purbach), the intelligent systems for FTS exists since 2007. Software can be accessed through the Internet on an ASP (Application Service Provider) basis. Benefits are: reduces setup costs faster implementation lower support costs less maintenance and facilitates access to multiple users located in separate locations and organisations Transferability and sustainability aspect FTS can also be planned as part of a Sustainable Mobility Plan (feeder services, complementary of conventional services, mixed solutions, etc). FTS could also able to carry considerable number of passengers and it can serve urban, peri-urban and rural areas. FTS can adapt the services to changing demand and PT. There is a need to harmonise legislation concerning FTS/DRT given the wide range of practices in EU. Further FTS pilots are required, particularly in countries with little experience in FTS, to gauge travel behaviour changes and potential user response to new FTS offer. Therefore FTS contribute to Sustainable Mobility strategies, social inclusion and green economy. 29

PART: Flexible Transport Solutions Best Practice in FLIPPER During the project life, Flipper partners identified 27 good practices, 17 of which were already successfully transferred. For practical reasons, it is not possible to list all the best practices here but it is possible to have the official report from the website of the project. Below a selection of the main best practices which were also presented during the Benchmark study visit in Bologna and Firenze in November 2011. DRT management: Fleet management system (AUTh) It is a Transport management system based on GPS satellite signal reception which allow to locate the vehicles, to have the exact timing, speed and send all data to the center. The system is currently used for managing conventional PT, but it is very suitable to be applied for an integrated management of DRTs DRTs operation: Operation of a rural travel dispatch centre Purbach (AT) TDC managing GmoaBus service, it is based on simple technology devices (mobile phones, etc.) with reduced personnel and easy organization (low costs of personnel and technologies). The experience has been already transferred in other contexts. Service promotion: Importance of an impressive and easy recognizable service logo as a success factor of a new DRTs (ATL) One of the most important activities is the promotion of the service. Thanks to Flipper the Flexible service of Livorno was analysed. The aspects of more importance are to find an easy recognizable service logo, making users more familiar with the new service which should be visible at bus stops and in service brochures. Other information on Flipper and transferability The project has an interactive website and a very important library (http://www.interreg4cflipper.eu). The contents of the project are too big to be inserted in this report, for this reason it is recommended to refer to the official website of the project. The project was funded by the INTERREG IVC Programme which aims to the transferability of the best practices and the improvement of the policies. The project had some training activities and reports are fully available in the official website. 30

PART: Flexible Transport Solutions 3.3. Modena (Prontobus) Italy Basic statistics General facts City of Modena with over 183000 inhabitants is the largest city in the Province of Modena and lies in the centre of Po valley and is also a part of administrative region of northern Italy called Emilia-Romagna region which is one of the richest and most developed regions in Italy. Covering area of around 183 km² the city has a variety of urban public transport services that include bus, trolleybus. Figure 6: ATCM Modena s Public Transport Buses The services Prontobus has been activated by the Agency of Mobility of Modena and in concert with the municipalities involved since 2003 has enabled on-call services in different areas of the province of Modena, in particular in the municipalities of Pavullo, Carpi, Modena, Mirandola, Maranello, Serramazzoni, Castelfranco and Fiorano. Organisational aspects Services have been activated on the basis of the following assumptions: - Replace normal PTS in areas or hours with low demand; - Integrate traditional public transport services, or in smaller towns with low population density, dispersal population (mountain areas, rural locations) or areas not served by fractional TPL services; - It is something between the traditional service and a door to door service, without overlapping to the first one; Prontobus offers an high quality public transport service, closer to the need of users, thanks to the customization, the duration and the comfort of the trip that must not be greater than 30 minutes and is performed with small and ecological buses, equipped with devices for transporting disabled people. 31

PART: Flexible Transport Solutions Figure 7: Modena s DRT system This experience is very important because it was transferred in several cities with different regulations, for this reason the best practice already has a lot of opportunities to be transferred also in other ATTAC contexts. Financial & technological feasibility The service network consists of a series of collecting points coincident with bus stops already existing, or bus stop for school-buses if new points for Prontobus are required, they should be allowed after inspection, by authorities. The travel reservation is made through a call centre from 8 to 17.45 to a number with a fixed cost for the user (about 0,20 per call), even up to 30 minutes before the departure. The way to book Prontobus is quick and easy; Prontobus bus stops, are marked with special signs with the logo of the service and an identification number, that has to be reported at the booking. From the list of collection points the user chooses the one from which wants to start the trip and the one to which he wants to go. The departure and the arrival time are evaluated with the operator depending from the other bookings. Reservations for the same day, for other days or a week later are allowed, with a maximum advance booking of seven consecutive days even for more than one person. The fares are the same as for other public transport services of Modena province ( 1,20 for one way trips; monthly and annual cards are allowed). The one way ticket can be purchased 32

PART: Flexible Transport Solutions on board too. The public transport company has a call centre and a software to manage reservation (similar to ATAF s software). Table 2: Distribution of DRT system in the Province of Modena Prontobus services costs are included in the Service contract that amo has with ATCM (the Public Transport company) and they are considered from a contractual point of view, as local public transport services. Services are paid based on mileage and available hours of service, in particular 0.60 per km - 26 per hour. 50% of the costs are covered from amo and the remaining 50% are covered from the municipalities that requested the service; The cost per km of flexible service is higher than the traditional service, but the total cost of a flexible service is lower of the cost on a traditional service with the same coverage of area and time. Transferability & sustainability The main aim of Prontobus is to support to the line buses linking different areas with a low populated areas, and then at a low transport demand, with the main cities and the regular line stops. Without this service that routes are not covered because the traditional service would be too expensive and economically unsustainable. 33

PART: Flexible Transport Solutions 3.4. Bremen (CiViTAS VIVALDI) Germany Basic statistics General facts Bremen consists of the City of Bremen and the City of Bremerhaven. As the tenth biggest city in Germany and with the population of around 550.000 inhabitants the city of Bremen has a versatile urban public transport network. The public transport in Bremen is operated by the Bremer Straßenbahn AG (BSAG) which key priority is to expand the entire transport system with new direct connections from city districts into the city centre and consistent customer oriented planning. With a fleet of several hundred vehicles that operate in the city of Bremen alone and is constantly supplemented and modernized with new comfortable low-floor vehicles the BSAG achieved with their aggressive marketing strategies, a new sale system and a quality-focussed human resource planning the growth of public transport users. Their fleet of 210 modern buses and 121 trams operating on 45 bus routes and 8 tram routes cover the entire city area of around 350 km² and provide comfortable, safe and punctual transport for nearly 270000 passengers on daily bases. Intensive and increasing parking problems in the inner-city areas and the steady growth in car-ownership is a well-known obstacle for achieving sustainable urban development. To reach sustainable mobility some measures had to be implemented to stop and prevent the consumption of public space and the space required by the car and related infrastructure. Therefore to improve the quality of urban life and to regain the street space back two Mobil.punkt stations were built in the city centre. These first two special integrated intermodal car-shearing stations represent a alternative and efficient approach to compete with the private owned car in terms of convenience and cost-structure and can help to improve the quality of life in the cities. Figure 8: One of now over 40 car-sharing service stations in the city of Bremen When introducing this new car-sharing service the city authorities and public transport operator have led down some basic guidelines and terms that this new service must fulfil to 34

PART: Flexible Transport Solutions reach the desired effect as good alternative for reducing the number of private cars in city centres. This new car-sharing must be: - affordable Reasonable rates for system users and suitable for short trips in innercity and its periphery - convenient Vehicles that are easy to check in and check out and are available at any time throughout the year. - reliable Vehicles that are technically flawless and regularly serviced and with good dependable booking and access system. - accessible Good connectivity with other PT modes and ITS systems and cycling. Since its introduction in year 2003 the Mobil.punkt on-street car-sharing system expanded and has now over 40 service stations in the city of Bremen alone and over 130 cars for more than 6200 clients. The pay-as-you-drive principle and related reduction of car-borne mileage (shift to public transport, rail, cycling and intermodal chains) and the availability of a variety of low-emission cars lead to a reduction of emission and noise. With the help of Car-Sharing more than 1.500 private cars are replaced in Bremen. The modal split of the public transport and private trips in the city of Bremen is in favour of PT modes and cycling. With 20% of trips made by walking and 25% of trips made with bicycle this modal split in Bremen is a good example and a foundation for future sustainable mobility. With added 14% of trips made with different public transport modes (bus, trams, railway) to walking and cycling we can conclude that transport related problems (noise, emissions, road accidents) are decreasing. Still around 39% of trips are made with private cars and represent a convenient solution for making more frequent and diverse trips to many of which the public transport just cannot compete. Different transportation means and vehicles that are used to make trips represent a modal split of around 3%. Organisational aspects Bremen initiated a certification process within the framework of the official German Environmental label "Blue Angel" in the Standing Committee of the Ministers of Environment.Since 1999 the official environmental label has defined criteria for environment friendly Car- Sharing. The label granting agency, RAL Deutsches Institut für Gütesicherung und Kennzeichung e.v. inspects compliance with these requirements. Bremen advocates for revision of the federal Road Traffic Regulations and the Road law for a framework for Car- Sharing stations in public street space. The Senate Department of Environment, Construction, Transport and European affairs in Bremen decided which measures would be implemented. Certain measures had priority and they were implemented to solve transport, ecological and social problems like approving the 35

PART: Flexible Transport Solutions transport network, decreasing the air pollution and CO2 emissions and assure the easy access to public transport of the end-users. Financial & technological feasibility The project is financially supported by the European Commission. BREPARK, a company for parking management, was authorised to construct and run this mobility stations. BREPARK received the right for separate use of public areas per contract for an undefined period of time. The company rents the parking spaces to the Car-Sharing operator and finances the running costs with the rental income. The technology framework of the project was chosen to be effective to end-users and all customers, to be optimal as cost and easy to maintain. The main factor for decision where the measures should be installed was the opportunity for simple, easy and accessible customer-operated travelling system.the ITIC was established in a city centre multi-story car park and the main factor for that was the fact that a Car-Sharing station was situated in the same building. The implementation of the two "Mobil.punkt" stations was in the centre of Bremen where space is usually very limited. The E-tickets terminals were installed in each bus or tram ( 1 or 2 terminals in the buses and 3 terminals in the trams). The key factor for choosing the procedure of the implementation of the Mobil.punkt project was its efficiency - for the urban development, for the urban environment and the customers using the service. The existing electronic infrastructure in the Public transport was included in the implemented measures in "Mobil.punkt" project. The Integration allows easy access for customers to all kind of transport. The cost of 1 Mobil.Punkt - Station is 15.000 Euros. Figure 9: Smart phone application for Cambio car-shearing service 36

PART: Flexible Transport Solutions Transferability & sustainability The implementation of the measures is consistent with quality indicators.the Senate Department of Environment, Construction, Transport and European Affaris in Bremen was the main initiator of the project "Mobil.punkt" which is a part of the Civitas Vivaldi initiative for "Cleaner and better transport in cities''. The results of the pilot project had a great success. From a management/financial point of view there were no discrepancies between the planned and realized objectives, from an environmental point of view were lower CO2 emissions and reduced noise level. The latest model of Cambio car emit 98g/km CO2 in comparison to German private cars that emit 129g/km CO2. A Swiss research shows that a single car- Sharing user saves about 290 kg CO2 annually. The number of travellers using public transport or bicycle increased. Figure 10: Intermodal smart card for PT and car-shearing system 37

PART: Flexible Transport Solutions 3.5. Genoa (DRIN BUS) Italy Basic statistics General facts Drinbus is the result of a CIVITAS Caravel Project. It is a many to many service, with trips and timetables fully flexible within fixed stop points in the defined areas during the operating hours. It is used on the hilly areas of Genoa (Italy), characterized by low demand, low housing density, absent or inadequate public transport services and strong demand for public transport. The service is characterised by: Flexibility: booking by phone via call centre, without any territorial installation; Advanced technologies: GPS-GIS integration for fleet monitoring and GSM for communications between dispatch centre and vehicles; GPS-GIS integrated bus-monitoring software allows a central call centre to manage the bus fleet dynamically according to demand. Vehicle typology definition: reduced dimensions, ecologic traction (methane), air conditioned and wide internal room, equipped with 8 to 13 seats; A coordinated brand image: name, logo, slogan and free telephone number are shown in every service s element (bus, stops, brochures, tickets, website). The service is available from Monday to Saturday, from 6.00 am to 8.00 p.m. The booking can be made 30 minutes before departure, however users on the road without previous booking will also be accepted, in accordance with the scheduled service. Genoa is the capital of the Ligurian region in Italy s north-west, located between the sea and the mountains with a comparatively long and narrow coastline stretching from east to west. The urban landscape is defined by the topography of the area with development mainly in the coastal area that slopes down to the sea. Despite a city area of 239 square km, the urban core covers just 28 square km, accommodating 285,000 inhabitants (10,153 inhabitants/square km). Figure 11: Intermodal smart card for PT and car-shearing system 38

PART: Flexible Transport Solutions The PT services are managed by AMT - Azienda Mobilità e Trasporti di Genova S.p.A. which manages also the flexible services. The Agency is a unique coordination centre able to design, develop and manage integrated flexible services and systems, using several different transport operators. With particular reference to the Flexible services there are 5 employees for the design, implementation and management phase plus 4 in the dispatch centre. Genoa's public transport company AMT operates the Drin Bus service with a fleet of Mercedes Sprinter minibuses, which seat 8-13 passengers and run on low-emissions methane. GPS-GIS integration allows the call centres to monitor buses on the road and helps bus drivers keep track of their scheduled routes. The call centres are connected with the buses through GSM digital telecommunication technology. Bus stops are an average of 200m apart. The call to make a reservation is free, and Drin Bus honours Genoa public transportation passes, with a minimal supplemental charge. Drin Bus service is available Monday through Saturday from 6 AM to 8 PM. Customers requesting the service in advance may choose their time of departure and arrival. The CIVITAS Caravel Project (2005-2009) is currently working on software upgrades for the Drin Bus system, which will add new booking capabilities and include an interactive voice recognition system. Figure 12: Demand Responsive Transportation service DRIN BUS Organisational aspects As the Flexible transport services are extra-ordinary measures they are not included in the general framework of the collective passengers transport services. About 2900 users are registered for the service. The number of passengers has yearly increased by 9-10% with a saving of 34.500 EUR each year, due to the decreased environmental pollution combined with the modal shift obtained. 39

PART: Flexible Transport Solutions Feasibility and Planning The public transport operator AMT launched two demand-responsive services in 2002 and a third in 2004 (DRINBUS) with the support of the EU LIFE Programme. The agency has been further developed under CIVITAS CARAVEL, through the framework design for the agency; the definition, design, revision and follow-up of the overall information technology system; and the development of the Flexible Services Implementation Plan. In November 2005, a new on-demand service was launched for people with reduced mobility, and further on-demand services were launched in 2007. Users main characteristics Some figures: women (71%) aged from 25 to 60 years old (62%). The users are mainly employees (29%), housewives (22%) or retired people who go to the railway station or to the centre area served by the Drin Bus. The service is also used by students (15%) twice a day. The users perception of the service show positive results as the 91% of the Drin Bus users are satisfied with the service and consider it better than the previous traditional bus lines. The weak points of the Drin Bus service have been, for the 78% of the users, the difficulty of reaching the call centre and only for the 6% of the users the lack of punctuality. The strong points of the service are mainly the personalization of the journey (28%), the comfort and security provided by the modern vehicles with air-conditioning (21%) and the direct link with the centre of the area (21%). Financial & technological feasibility The technology adopted allows to be incorporated into personal navigation software (such as Trekker and Navitime) that allows users to plan multimodal trips. Drin Bus can be used by navigation software in several ways like as GPS location information, Real-time traffic information monitoring, Navigational software for mobile phones. For the back-end (Traffic Monitoring), buses are equipped with on-board GPS and communications technology, Drin Bus could potentially be used as a fleet of mobile traffic monitoring devices. Obviously, Drin Buses are limited in number and cannot provide full traffic coverage, but it may be possible to use Drin Bus monitoring technology in coordination with GPS/communications retrofits for fixed-route buses, taxis, and other municipal or commercial vehicles to form a network of mobile traffic monitors without needing to rely heavily on private mobile phones. The decision on the technology to be adopted comes from the Mission Statement for CIVITAS CARAVEL from the cities involved. This system is integrated with the other Public services and the aim of the City of Genoa is to combine the traditional strong features of conventional public transportation (fixed routes and schedules) with on-demand services such as minibuses, collective taxis, car or bike sharing and car pooling. 40

PART: Flexible Transport Solutions The total eligible cost of CIVITAS - CARAVEL is 29,8 million to which 13,19 million co-funding from the CIVITAS II Programme has been requested. Transferability & sustainability New flexible service have been developed in the Liguria Region, involving 100,000 passengers per year are now carried by flexible services. Liguera region: Area Total 5,422 km2 (2,093.4 sq mi) Population (1 January 2011) Total 1,617,000 Density 298.2/km2 (772.4/sq mi) With these figures Drin Bus demonstrates that a service between traditional fixed bus routes and totally flexible taxi service is ideal to serve low-demand urban areas characterized by accessibility problems. The main success is the reaction of the citizens who appreciate the better quality of this service. Drin Bus has reduced the use of the private car as well as providing an irreplaceable public transport service for some social classes (students, housewives, workers, elderly persons, etc.). Even when compared to traditional low demand fixed routes, the principal barrier to the introduction of the system were higher initial operating costs. It is remarkable that using demand services as a substitution for traditional fixed routes, the same operating costs will be accompanied with an increased number of passengers/revenues. In ATTAC Miskolc would like to introduce similar system which combines the conventional public transportation (fixed routes and schedules) with on-demand services. 41

PART: Flexible Transport Solutions 3.6. Florence (PERSONALBUS) Italy Basic statistics General facts PersonalBUS is the DRT system that has been developed and installed in Florence within the SAMPO and the SAMPLUS projects (European Commission, DGXIII Telematics Applications Programme). The system has been developed by ATAF, the public transport company of the Florence metropolitan area for the service, by Softeco Sismat SpA (for the software system and the technologies) and the contribution of the IT and transport consultancy MemEx srl. The Florence SAMPLUS system is based on a telematic architecture supporting the operator in both off-line and on-line booking procedures and in the dynamic route planning for buses on the basis of customers requests. PersonalBUS solutions are used for the planning, dispatch and administration of flexible, collective Demand Responsive Transport (DRT) services in urban areas, peri-urban and extraurban environments, large cities and small towns, rural zones and Mountain Community transport. PersonalBUS reached a very high level of reliability and fully manages the following services: Disabled Service in the whole Florence area Porta Romana (zone inside the Florence municipality) Service in the whole Piana Fiorentina metropolitan area (towns of Campi Bisenzio, Calenzano, Sesto Fiorentino) Service in Scandicci town. The Area is a total of 102.41 km 2 with a Population Density of 3.619,8/km 2 Taking in consideration only one of the services (Campi Bisenzio), the experience shows: introduction of specific shuttle lines from/to the industrial area to the connection with lines 30 and 35 and the railway service reorganisation of the transversal lines in the area of the Piana, that involved also the Prato PT Company (CAP) line 60 has been removed and completely substituted by the DRT service. The main aim of the project was to develop and demonstrate demand-responsive public transport services in rural and urban areas and regions, and for the use of different passenger categories, such as elderly, disabled and other special groups as well as for the general public. An important objective was to reduce operating costs of public transport services by the implementation of more flexible schemes for service operations. 42

PART: Flexible Transport Solutions Organisational aspects The system has been developed by ATAF (Florence), MEMEX S.r.l. (Livorno) and SOFTECO SISMAT S.p.A. (Genoa), thanks to the funds provided by European and Italian R&D Projects (SAMPO/SAMPLUS IST Programme, PFT2 - CNR, etc.) in partnership with other European towns and companies (Finnish Ministry of Transports, DeL jn Flemish Transport Company, City of Gothenburg, Mobisoft Finland, ETTS Ireland, etc.). A relevant role in the development of the DRT system has also been played by the Municipality of Campi Bisenzio that has been the test-bed for the service experimentation due the characteristics of its territory and the typology of mobility demand, particularly suitable for the introduction of a Demand Responsive Service. The correct design and planning phase of PersonalBUS has been possible also and mainly thanks to the strong technical and political cooperation between local authorities, users and the PT Company. Before the introduction of the service, a complete Origin/Destination survey has been made in the whole area of Campi, in order to identify both the current and the potential users, together with other information on the mobility needs of different target categories. In order to design an optimal PT network, together with users surveys, a complete recognition of the characteristics of the road network of Campi has been made, in order to identify the most proper typology of buses for every portion of the network itself. A particular attention has been put on the service accessibility, both improving the conditions of streets and sidewalks in the bus stops zones, and operating low-floor vehicles that can fit also disabled users. With reference to the legal issues, the service contract between the PT Company and the Public Administration has been defined on the basis of the number of kilometres run by the service that is in the same way as the traditional line service. The reference parameter for the preventive calculation of the amount of kilometres is the service of the previous year: this is not correct, and most of all represents a big limit in the developments of a DRT service inside one year, since the most relevant parameters to define a DRT service instead should the network extension (km and number of stops/meeting points) and the service hours. 43

PART: Flexible Transport Solutions Figure 13: Demand Responsive Transport service in Campi region area Another important question to be solved has been the concession of the legal permission of operating a service not based on a fixed route, but on a set of possible routes, so that the new typology of permission has been given on the basis of the set of potential paths inside the ATAF network, according to the typology of buses and the related safety of circulation. On the basis of the experience acquired in the last years of DRT services, new standards are under study in order to solve the existing gaps. The PersonalBUS service has been introduced in June 1997 with the SAMPO project, and since September 14th 1998, under SAMPLUS, it has been extended to the entire area of Campi, and now it has a total number of 175 meeting points: Campi has thus become the first town in Europe to be completely covered by a service on-demand. Since year 2000, after the great success of the service in Campi, PersonalBUS has been extended also to some of the most relevant areas of the Florence metropolitan area (Scandicci - May 2000, Calenzano and Sesto Fiorentino - December 2000). Financial & technological feasibility The telematics systems for operation of a DRT are based upon organisation of Travel Dispatch Centres (TDC). TDCs use booking and reservation systems which have the capacity to dynamically assign passengers to vehicles and optimise the routes and schedules. A variety of enabling technologies are used for implementation of a DRTS, including: booking and reservation systems, network design and optimisation, static and dynamic scheduling and assignment systems, dynamic systems for management and optimisation of DRT, vehicle location and monitoring hardware and software, invehicle terminals, meters and display systems. 44

PART: Flexible Transport Solutions PersonalBUS is the TDC software system developed by SOFTECO SISMAT for the Italian DRT application in Florence and Campi Bisenzio. PersonalBus supports TDC operators in several tasks, including customers order handling, journey booking, route and service planning, service reporting, service statistics. With PersonalBUS, routes and journeys are not pre-planned: they are dinamically defined upon customers demand, whose requests determine the order and timing of visit of stops by the scheduled bus and the itinerary of the journey. Transferability & sustainability PersonalBUS is the TDC software system developed by Softeco Sismat under SAMPO for the Italian DRT application in Florence and Campi Bisenzio. It was conceived and developed in close relationship with the customer - ATAF Azienda di Trasporto dell'area Fiorentina - the Public Transport company of the municipal area of the city of Florence. As such, PersonalBUS exploited the expertise and the wide operational know how of a leader in the operation of DRT services in Italy and gained from daily verification and continous feedback "on the field", thus becoming one of Softeco Sismat's research success stories. PersonalBUS supported TDC operators in several tasks, including the handling of customer orders, journey booking, route and service planning, service reporting, service statistics. With PersonalBUS, routes and journeys were not pre-planned but dynamically defined upon the customers demand, whose requests determined the order and timing of stop visits by the scheduled bus and the itinerary of the journey. Through a graphical user interface, TDC operators could handle all service operations, including: customer management (customer personal data handling), trip request information management, including origin and destination stops, desired departure and arrival times, number of seats requested service formation, including automated route planning and journey composition, manual journey editing and definition of special services service reporting (journey tables for bus drivers) and statistics service network editing and update Furthermore, PersonalBUS also had a web-based remote information and booking component. Using internet access, DRT customers could get information about the planned service and send booking requests to the TDC. SAMPO results were further validated in the SAMPLUS project. PersonalBUS has been implemented using the state-of-the-art of the current computer technologies and industrial standards: Geographic Information Systems (GIS), digital maps, Relational Data Bases and ODBC connectivity, and multi-windows graphic environment. 45

PART: Flexible Transport Solutions Hardware and software characteristics: The DRTs SW has been realised with the state-of-the-art of information technology and under widely known industrial standards: - Microsoft Windows NT - DBMS Oracle - GIS MapInfo - PC Pentium IV, 512 MB Ram, 40 Gb Hd, 19 colour monitor (min. res 1024*768). The main barriers to deployment of ITS-based DRT were: The promoters of flexible transport, DRT and community transport are typically local communities who have limited transportation expertise and development ideas/visions The (potential) operators have typically small fleets (20-100 vehicles) or they are collectives of owner-drivers, who do not have higher-order IT skills in-house The operators are not sure of how to implement or deploy many of the new technologies, how to integrate them within either their existing IT systems The costs associated with ITS systems for local transport are not well understood this includes equipment, implementation and ongoing costs Communities and operators are unaware of the technological and operational options that exist or the experience, and have no idea of where to get such knowledge objectively Communities and operators are unsure of the impact that the new transport services or the ITS support would have, and there is no suitable reference site The people who will be involved in the implementation do not have many of the needed skills, and no access to appropriate training Communities and transport authorities are aware that they must resolve institutional, organisational, regulatory and funding issues, but have no previous experience of working with this type of transport service According to the passengers opinion survey over seventy percent (74%) were satisfied or very satisfied with the new service provided, while the remaining respondents (26%) were dissatisfied or very dissatisfied. 46

PART: Flexible Transport Solutions 3.7. Brno (CiViTAS ELAN) Czech Republic Basic statistics General facts The city of Brno with 370,000 inhabitants is the second largest city in the Czech Republic and the largest in Moravia. It is the major urban centre of the Southern Moravian region which has 1,132, 563 inhabitants. Brno is the second largest city of the Czech Republic with area of 230.19 km².the population of the city is about 400,000 Brno has a very well developed public transport system. The tram and trolleybus, an electric bus that draws electricity from overhead wires, are among the low-polluting means of transport. The trolleybus technology as recently rediscovered is energy efficient, soundless and produces no on-site emissions. Brno public transport company (DPMB) is the dominant public transport operator in the city of Brno and also in the Integrated Public Transport System of the South Moravian Region. It operates with 750 vehicles in the city of Brno and the surrounding area. From the total number of 750 vehicles 300 are trams, 300 buses and 150 trolleybuses Brno has the largest trolleybus network in Europe consisting of 143 vehicles that cover routes of 94 kilometres and transport 45 million passengers a year. To divert traffic from the city centre, a new international railway junction project and the development of the city ring road are underway. Brno has also created cycling and pedestrian zones in the centre. The measure implemented was the installation of Integrated Mobility Centre, electronic information panels. The location for the installation of IMC and electronic information panels are the most important PT interchanges and close to the city centre because the big movement of the people. Organisational aspects DPMB and the Brno City Municipality form a local consortium part of the Civitas Elan Project all united through signing a contract. There are two contracts signed for the implementation of the vending ticket machine program - contract with the company Mikroelektronika, s.r.o on 25th March 2009 and contract for telecommunication services for data transfer signed with the T-mobile company for the next two years on 11th August 2009 with effect as of 1st September 2009. The contract was signed with the company Buse, s.r.o. on 14th December 2009 a contract for upgrading the board computer and the control centre. In 2009, after a tender for operating public transport services in the city of Brno according to EU rules was prepared this project. In December 2009 DPMB signed 15-year contract for operating public transport in the City of Brno in the years 2010-2024. This contract includes the operation of special lines for disabled people. All of the measures in Brno were implemented with the accordance with the Czech Law and permitted by the Czech Rail Authority and the European Union legislation. 47

PART: Flexible Transport Solutions The decision for the implementation of the measure was mainly made by the Brno Municipality. The certain measure "Improving bus service for disabled" had a priority because of the enormous number of disabled people in Brno (more than 50 000) who were in a social isolation. Certain needs of the disabled people were considered before the implementation of the measure. According to sociological researches and interviews the disabled people needed buses with enough space for more than one or two wheelchairs so that they can travel in groups, the buses had to be modern, safe and manoeuvrable. In 2009, after a tender for operating public transport services in the city of Brno according to EU rules was prepared this project. In December 2009 DPMB signed 15-year contract for operating public transport in the City of Brno in the years 2010-2024. This contract includes the operation of special lines for disabled people. The toolkit used in the project has ensured transparency, cooperation and flexibility during the implementation of the project. It was constructed by analysis, informational and cooperative network between the key actors in the implementation process. The measure Improving bus service for disabled is realized by DPMB, a.s. (Brno Public Transport Company). From September 2009 to June 2010 five special minibuses were delivered and they operated on special lines for disabled and also on common lines where it is not economically beneficial to operate standard buses in the evening and during the weekend, when the special lines are out of service. These lines operated in the whole city area and connected special facilities for disabled people with main public institutions and hospitals in the city of Brno. These lines were meeting at one interchange point at the city centre where three minibuses were waiting every two hours for transfer. Despite the fact that the route of the lines no. 81 and no. 82 were modified according to the needs of the disabled, these lines were used by all passengers. The implementation was a great success according to all interviewed passengers who were using the minibuses. 48

PART: Flexible Transport Solutions Figure 14: Modified FTS routes line 81 and line 82 in city of Brno Financial & technological feasibility The main factor which certain bus lines and certain bus stops should be served by the minibuses is the fact that these lines operate at the entire city area and connect special facilities for disabled people with main public institutions and hospitals in the city of Brno. The certain minibuses were chosen because they covered all of the technical requirements defined by DPMB s technical and investment departments according to Civitas Elan contract. The results of the pilot projects were positive. Small changes on placement of bus stops and in timetable had to be done because disabled people had problems using them. Tender requirements for the delivery of the minibuses were prepared by DPMB s technical and investment departments. The potential provider had to fulfil several basic technical requirements which were prepared on the basis of the ideas mentioned above. The technical requirements were: 100% low floor minibus capacity at least for 6 wheelchairs (space according to the EU legislation) length max 8,5 m and other technical details. The tender was prepared according to the Czech law, commenced in November 2008 and was successfully finished on 23 January 2009. The contract was signed with the company Mave. Benefactors from the implemented measure were the Municipality of Brno, The Disabled people, the private end-users, The DPMB Transport Company. 49

PART: Flexible Transport Solutions Figure 15: FTS minibus operating on line 82 According to ELAN s Description of Work, the five special minibuses were delivered to DPMB. The first two minibuses were delivered slightly later than agreed in the signed contract and DPMB had to penalize the manufacturer. The penalty was a successful tool because the rest of the minibuses were delivered on time or even earlier than the date determined in the contract. Figure 16: New safe and modern minibuses for disabled PT users There was integration between the measures and other systems for traffic management. There was an improving in the traffic flow and reducing congestion in the city. The project gave an opportunity for reduced usage of private vehicles by the improving the information system 50

PART: Flexible Transport Solutions and strengthened the connection between Public transport, the Brno municipality and the endusers. When the special lines 81 and 82 are not operating, the minibuses are operating on common lines no.46, no. 53 and no. 64. On these lines the standard bus usage would not be effective because the demand for travel is low in these areas. A very good example of effective use of the minibuses is line no. 53 which is operating from the tram terminal at Židenice to the university college at Palackého vrch. This line is mainly used by students, because at weekends students are usually at home. On Saturdays (all the day) and on Sundays (from05:00 to 14:00), when the demand for travel is very low, the minibus has enough capacity for operating this line. Main outcomes of the project were: Better mobility for people with disabilities; An improved public transport service in the city centre; Lower fuel consumption and less pollution of the bus fleet; and Lower operational costs for the part of the service covered by mini buses, which is projected to be 0.5/km. Transferability & sustainability DPMB and the Brno City Municipality form a local consortium part of the Civitas Elan Project all united through signing a contract. There are two contracts signed for the implementation of the vending ticket machine program - contract with the company Mikroelektronika, s.r.o on 25th March 2009 and contract for telecommunication services for data transfer signed with the T-mobile company for the next two years on 11th August 2009 with effect as of 1st September 2009. The contract was signed with the company Buse, s.r.o. on 14th December 2009 a contract for upgrading the board computer and the control centre. In 2009, after a tender for operating public transport services in the city of Brno according to EU rules was prepared this project. In December 2009 DPMB signed 15-year contract for operating public transport in the City of Brno in the years 2010-2024. This contract includes the operation of special lines for disabled people. For the evaluation of the measure it was planned to collect data about the number of passengers on lines no. 81 and no. 82 before the start of the measure and during the implementation of the measure. Because the lines are not only used by disabled people, data on number of wheelchair users and passengers was collected. Also, a comparison between the minibuses and standard buses is necessary. Therefore, technical data such as fuel consumption, emission and operational costs was collected, too. During the project it was observed that the system fulfilled the expectations. No substantial problems or defaults were occurred during measure implementation. 51

PART: Flexible Transport Solutions DPMB compared the operational costs of the minibuses with the standard buses. It was evaluated that the operational cost of minibuses are much lower than for the standard buses. Mainly fuel consumption (and fuel costs) is more than twice lower and so it s for DPMB beneficial to operate minibuses on some routes. The number of people with disabilities using the public transport in Brno has increased. 52

PART: Introduction to E-ticketing and smart card 4. INTRODUCTION TO E-TICKETING AND SMART CARD The Best Practices for innovative and integrated ticketing and smart card systems were described by partners in Task Force 2: Marche Region, Oradea Local Transport Company and Thessaloniki Public Transport Authority. After some preliminary remarks, it can be stated that this document contains a partial and not exhaustive analysis of the detected use cases. However, a more detailed analysis was made for the e ticketing system of Cueno BIP Piedmont since it is considered the most interesting case for its possibilities of reproducibility, the considerable integration in services and systems and its historical development. The case was evaluated also during the Benchmark Visit held in November 2011. Eventually, the document shows the pilots anticipated in the TF2 measure. 4.1. Background information E ticketing offers a large number of benefits compared to traditional ways of payment as listed in the table below. Table 3: Projects / Case cities relevant to electronic ticketing and smart card system For Authorities For Operators For Passengers Creation of seamless journeys in PT networks Unification of ticketing Source of new marketing data Better control of revenues & subsidies Extend the scheme to other players (eg. Taxis) Project with political connection value Improve PT image Reduce cost of selling tickets Gain new customers with modern approach Increase medium term operating profit and reduce fraud Reduce the use of cash Reduce cost of selling tickets Improving cash flow Increase speed at boarding (buses) Valuable opportunities to add new services Source of marketing data for PT management Convenience & speed, no cash Seamless journeys in multimodal, multi PT schemes Easier ways to reload value or renew passes New card when it has been lost or stolen Additional appreciated services when available Transport operators and other service providers are more and more implementing e ticketing systems based on smart cards replacing traditional ticketing systems. 53

PART: Introduction to E-ticketing and smart card With the pressing need to reach a multimodal transport system, e ticketing is essential to achieve the necessary interoperability, clearing capacity, multi channel delivery and purchase, real time features. E ticketing offers also the possibility to integrate different services, not necessarily related to mobility, such as entrance to museums or cinemas. Figure 17: E-ticketing and smart card usage example Figure 18: Allocation scheme of income from ticketing 54

PART: Introduction to E-ticketing and smart card Tickets can be sold through a variety of sale channels: Ticket offices Retailers Internet (e Commerce) Ticket Vending Machines Smart phones Figure 19: ITS architecture of e-ticketing Also payment can be done through a variety of channels including post offices, banks, credit cards or any other payment network. The combination of such a huge number of channels and services involved is creating new business models and platforms. This is another important aspect linked to e ticketing. Smart cards offer some distance range possibilities as the following advanced potentialities for payment: Check in/check out (CICO) requires an intentional user s action. In other words the customer has to present his user device at an in vehicle validation device while entering and/or leaving a vehicle or alternatively at a platform. Walk in/walk out (WIWO) is based on antennas which are for instance placed at vehicle doors. They perform an entrance and exit registration by detecting the user device carried by a passenger without a required user action. Be in/be out (BIBO) systems detect the user devices carried by passengers while the vehicle is moving from one station to the next, thus allowing to register all passengers that are actually on board at that time. Of course there are some new problems with respect to a traditional system based on paper tickets. E ticketing has to tackle issues related to data monitoring and processing such as privacy. Also problems linked to the communication or central system failure have to be considered. 55

PART: Introduction to E-ticketing and smart card 4.2. La Rochelle (CiViTAS SUCCESS) France Basic statistics General facts The Urban Community of La Rochelle has improved attractiveness of its PT network by launching a new service offer and pricing combined with a new unique identity called YELO. With Yélo, the network offer and pricing system was upgraded, making ALL modes of transport easier and more practical to use with ONE single smart card: buses/coaches, bike sharing, park and rides, boats, electric car sharing and train. Figure 20: Yélo smart e-ticketing card system Organisational aspects This BP should be seen in the context of promoting various coordinated tools related to the mobility management. This includes various transversal concepts and measures such as the promotion of sustainable transport, behaviours change, etc. In this sense, it has to be emphasized that the implementation of the above mentioned measures in La Rochelle conurbation, were part of other important actions already undertaken since 2005 through SUCCESS project, such as clean vehicles (EEV buses, hybrid microbuses, experimentation on pure vegetable oils and used cooking oils), carpooling service, dedicated bus lanes, park and ride, improvement of car sharing and city logistics, new cycle paths and which supposed the real involvement of political decision makers. 56

PART: Introduction to E-ticketing and smart card La Rochelle political decision makers have long provided a strong and continuous support to actions aiming at developing urban ecology, from the first town centre pedestrian in precinct (1973) to the first car free day (1997), not forgetting the famous yellow bicycles (1976). Through CIVITAS SUCCESS, political leadership has again proved to be valuable for accompanying technical implementation of the measures: by introducing the YELO concept and adopting a UNIQUE multimodal card for ALL the existing public transport modes, local decision makers made a strong appeal to convince the inhabitants to use alternative transport modes. Financial & technological feasibility In order to increase user satisfaction with the integrated smart card in La Rochelle, a new service was offered in order to make the management of subscriptions more flexible by offering recharging. The key objectives of the measure were therefore to: set up remote management of users' public transport season tickets via the Internet; and develop a new service available 24 hours a day, seven days a week The Internet recharging service was made easily accessible on the website of the public transport operator. The measure was divided into two main phases: equipping the bus depot and vehicles with a WIFI system; and setting up the reloading interface The service was launched in 2008 with a huge promotion campaign on board of buses and at bus stops and selling points. The first feedback on the e recharging system for subscriptions was positive: users welcomed not having to go to the central bus station to renew their season tickets. Prior to measure implementation, approximately 4,000 schoolchildren in the Urban Community of La Rochelle were using standard magnetic tickets or personalized cards. As a result of the measure, they were provided with personalized smart cards. At the same time, it was decided to launch a transport pass combining unlimited public transport use with discounted prices for museums and the main attractions in the city. As an popular tourist destination, La Rochelle welcomes thousands of visitors each year. The idea was to offer an appealing alternative to private car use by creating a pass combining public transport and a wide range of cultural and leisure activities. 57

PART: Introduction to E-ticketing and smart card The "Pass Rochelais" was based on: strong partnership between transport providers and the main tourist and cultural sites; attractive prices for all users; and the provision of information in multiple languages. Smart cards were distributed to schoolchildren from September 2006. The Pass Rochelais was introduced for cultural sites in 2005. The pass was subsequently extended to leisure activities, new selling points and new target groups. Information about the pass was disseminated regularly, directed in particular at English speaking visitors. As a result of measure implementation: the one ticket approach to public transport was promoted; satisfaction among new categories of users improved; the management of subscriptions was made more efficient for both transport operators and users; the number of passengers using public transport increased; the number of visitors to the main tourist sites increased; more than 11,500 Pass Rochelais were sold between 2005 and 2008; and 87 percent of Pass Rochelais users were very satisfied with the service and 12 percent quite satisfied (according to a survey carried out in summer 2008). Figure 21: Pass Rochelais e-ticketing card system 58

PART: Introduction to E-ticketing and smart card Transferability & sustainability The CiViTAS SUCCESS demonstrated that, with an ambitious package of mobility and traffic management measures, significant results can be seen regarding sustainable transport and energy policy. The implementation and development of an e ticketing system should be part of a larger planning process regarding the management of mobility. With the ultimate goal of making public transport easier for travellers, the objective of this measure was to develop methods and a decision making tool to help transport authorities to optimise the effectiveness and operational quality of their activities. Integrated transport management systems comprise three aspects: exploiting data (data analysis, data mining); creating interfaces between the various software and databases used by stakeholders; developing decision aid systems. A working group in SUCCESS was set up involving all actors and transport operators, as well as service users, in order to determine the various improvements needed to ensure better coordination and synchronization between multiple transport modes with multiple operators. The first task comprised the definition of a strategic plan to define the global integration principles. This led to the elaboration of: standards for the procurement, development and implementation of software systems, with respect to technical characteristics as well as ergonomic or image aspects; a decision aid tool; and recommendations for the procurement of hardware and equipment. The second task concerned the development of a prototype software system that would allow managers to simulate the consequences of their decisions on transport system evolution. This management tool would optimise global coordination within the Urban Community of La Rochelle. The decision aid tool for transport authorities helped them to provide efficient, high quality and operational services by coordinating their activities. 59

PART: Introduction to E-ticketing and smart card Figure 22: A new online recharging system for public transport subscribers 60

PART: Introduction to E-ticketing and smart card 4.3. Cuneo (BIP) Italy The main objective of Project BIP (Biglietto Integrato Piemonte, Piedmont Integrated Ticket) is promoting collective public transport system, by improving accessibility through a regional integrated ticket and fare integration. Organisational aspects The provision for the project was committed in 2010 to the consortium between Pluservice and Thales Italia and the issuing of multiservice smart cards was delivered in January 2011. The system has been fully operative since March, after assessment by Piedmont Region officials of full compliance with regional interoperability standards. Figure 23: Ticket officers help the user choose a type of ticket The unique characteristic of the system is that the 18 companies involved though sharing a common control centre for all activities and processes regarding ticketing, monitoring and video surveillance maintain their total autonomy in management of their own data and confidential information (business and administrative organization), in order to ensure confidentiality of specifications and data. Thanks to this system, the citizens have access to real time and detailed information on the service (travel indications, waiting time at the stops, etc.), while the responsible in the companies will have wide availability of data deriving from issued and used e tickets. Such data will be useful for measuring a public transport service, more and more fulfilling real expectations by the users. Besides the main objective, there are actions for promotion and information to users (actual real time waiting time and distance covered), the increase of personal security both for operators and users through on board surveillance systems, and the certification of the service delivered, in relation to quantity and quality. 61

PART: Introduction to E-ticketing and smart card Figure 24: In the control centre, all vehicles are monitored in real time The quantities involved in this realization are relevant: 420 urban and extra urban buses, agencies belonging to 18 different companies, 315 retailers, 25 depots throughout the territory, 19 million km per year. Figure 25: Transport operators analyse data to have a better understanding of the demand and re-organise services accordingly Financial & technological feasibility With the use of the BIP system, transport operators and the Province acquire fundamental data on Public Transport, such as frequency and occupancy of each journey, locations of residence of every user, boarding on and off for each bus stop, punctuality of the service performed. Users, instead, have availability of evolved tools for info mobility, a multi platform and multichannel platform (web, Smartphone, DTTV). No specific methodology was followed to derive guidelines on this best practice. Indeed it is a very valuable study case to be taken into account and it has been presented to the ATTAC TF2 partners during a visit in November 2011. 62

PART: Introduction to E-ticketing and smart card A lot was done to make the system usable by drivers/on board crew and end users. Various information campaigns were broadcasted/published on media to involve users in accepting the system before its actual implementation. The system proposed foresees natural implementation with the Central Regional System (at regional level). As for now, no analyses have been made on a possible transferability at a European level. The performance indicators have previously been agreed upon between the providers and the client. They were part of the "Agreement between the parties" and "Test Handbook" documents. The system has been designed in full compliance with regional interoperability standards and in line with the objective to implement a Regional card of services (province by province). In the last few years, Region Piedmont has worked on the creation of the Transport Information System in which all systems and tools realized were conceived in relation to integration and use of infrastructural components, thus making choices utilizing the Single Database for Transport as valid element for sharing information between the various subjects operating in the sector. Transferability & sustainability A long term commitment is necessary to achieve data sharing and agreement on clearing rules for public transport operators. Once the agreement is signed it is easier to integrate other services in the same system (letting the card platform open to integration). A supervision by the Regional Authority and guidelines are necessary. The approach used in the BIP system was to deploy provincial systems as implementation steps of the regional card of services. 63

PART: Introduction to E-ticketing and smart card 4.4. Timiș oara (SIEIC) Romania The main objective of SIEIC or Electronic wallet system is implementing a new flexible pricing policy and put it into practice with intension to improve the quality of PT service and to reduce fraud. Basic statistics General facts The city of Timiș oara is the third most populous city in the country with a population of around 310.000 inhabitants and is considered as the main social, economic and cultural centre in the western part of the country. Public transport in the city is operated by local transport authority Regia Autonoma de Transport Timisoara (RATT) and covers one of the largest public transport netwrok in nation. Timiș oara s PT network currently consists of 8 tram lines, 7 trolley lines, 9 urban bus lines and 7 express bus lines. The entire PT network spreads out over an metropolitan area of around 1070 km² and with a total length of all PT lines over 600 km. Figure 26: Bus fleet of RATT in Timişoara Organisational aspects In Timiș oara, the public transport company RATT itself decides which is the best way of electronic ticketing implementation considering its own data regarding travellers, the experience of specialized companies in this domain. Implementing a flexible pricing policy and easy to put into practice, applying a tariff system closer to the actual performance for each passenger, implementation of technical means to reduce fraud, expanding the supply of services. 64

PART: Introduction to E-ticketing and smart card Financial & technological feasibility When introducing the new electronic ticketing system in city s public transport the main criteria was the lowest price with best performance and quality. For flawless implementation and for smooth transition to this new electronic wallet ticketing system the local public transport operator collected tenders from companies with experiences in this type of systems including the new hardware parts and software, to be able improve eventually upgrades. When upgrading to this electronic wallet system as a paying method both travellers and local PT operator gained a more flexible and convenient way to make trips more user friendly for users of PT services and more controllable and transparent way for PT operator. Travellers with this system now have more payment options for their trips because the smart cards are more resistive and configurable or can be more personalized compared to old paper ticketing system. With this system PT operator reduced the costs with no need for hiring additional personnel and city hall also obtained a good image together with local PT company. When integrating this new electronic ticketing system a good sales network was established were wending machines and validators were positioned on strategic locations with easy accessible infrastructure and with high priority for visibility and safe issues. For way of choosing location, it took into account the place of stations (priority central area and important PT nodes), the vehicles status (year built and the usage). Installation of validators was made by status of door's vehicle (up side, down side). It took also into account the existing infrastructure (road network and PT network), best communication way (telecommunication operator), the city specific, inhabitants specific (local, metropolitan, temporally). Transferability & sustainability The new ticketing system can be considered, alongside the new management of the vehicles, like the third pillar of the development efforts done for a few years by the City Hall of Timişoara and RATT for improving the quality of the public transportation. The first is done at the level of infrastructure, by rehabilitation of the tram lines. The second is at the level of the rolling material by renewing the busses and trolley busses fleet. The main reason for buying and implementing the new automatic ticketing system in Timişoara is for improving the management of the public transport company. This public system it is partially sustained by considerable efforts from the local budget. The investments and covering the difference from the real cost of the ride and the one socially accepted are sustained from community money. Under these circumstances, the efficiency of the activity becomes compulsory, and the good effects return to the society. The complete knowing of the exact transportation load, diminishing of theft, commercial procedures perfectly controlled and a more attractive varied payment offer, all these will consolidate the base of a more efficient resources management having the direct effect of improving the quality of the public transportation service. 65

PART: Introduction to E-ticketing and smart card This system also comes with some responsabilities for the client or public transport user. Befor implementation of new e-ticketing system, it was enought for the user to buy a season ticket and to carry it with him. Now with the new system the client must validate his card for each travel that he makes. Also, one shold pay attention not to lose the card, because when a new card is released the client will pay for the plastic material the card and it s personalization. Only when first emitted the cards and the personalizations are free of charge. If the buyer takes care of the card he/she cand have it for 5 years. Shoul it be stolen the client needs to declare it and can recover the money. Once declared stolen or lost the card is put on a black list and can t be used in the system by the new owner. 66

PART: Introduction to E-ticketing and smart card 4.5. Vicenza (FTV) Italy Newly developed and implemented electronic ticketing system by Ferrovie Tramvie Vicentine SpA company was chosen as a best practice because it stands-out as a integration of business Enterprise Resource Planning (ERP) in electronic and magnetic ticketing processes covering also info-mobility and service certification. Basic statistics General facts Ferrovie Tramvie Vicentine SpA (FTV) is a local public transport company that manages almost all the suburban public transport lines not only in the province of Vicenza but also together with providing urban services in nearby provinces of Bassano, Valdagno and Recoaro that are all a part of a greater Veneto region in north-eastern part of the country. The Vicenza province covers an area of around 2700 km² and has a population of around 875000 inhabitants whereby a city of Vicenza spreads over an area of approximately 80,5 km². In a one year period a local public transport operator FTV carries almost 11 million commuters in the regions that they operate. The fleet of bus based public transport is made up of 247 working buses and 13 replacement vehicles that make over 10 million kilometres on yearly basis. The Veneto Regional Authorities promote operations aimed at co-ordinating transport and creating an integrated mobility and infrastructure system; it also promotes the use of integrated passenger tickets that can be used for multiple transport companies. The sales network of the ticketing system now comprises 20 agencies and over 120 authorised dealers in all four regions. Organisational aspects When deciding which measures should be implemented in the region or in the city and which measures have the priority it all comes down to Veneto Regional Authorities and full compliance with regional interoperability requirements. The main end-user need that was taken into account when integrating new electronic ticketing system was that it has to be a easier and faster way to recharge credit on the cards using different channels. Financial & technological feasibility The FTV Vicenza ensured the supply of ticket issuing and validation and control equipment, such as magnetic and contactless validators, handheld validation units for checking tickets onboard buses, and automatic ticket issuing machines for installation at bus stations. Validators were located near bus doors to facilitate access. Ergonomics studies were performed to optimize the most suitable location. Drivers instruments were compatible with driving and 67

PART: Introduction to E-ticketing and smart card overall view of the bus. As for the ticket offices and sale points a standard set of devices was provided and installed according to available spaces and to optimise customer/seller interface. When boarding the bus, passengers validate their cards and the maximum fare possible for a journey on that route is deducted. The card is then validated a second time upon leaving the bus and is re-credited in line with the exact fare for the journey made. Figure 27: AIM smart phone public transport ticketing app Transferability & sustainability The ticketing system implemented by FTV Vicenza enables to collect data on passenger bus usage to optimise vehicle management, integrate its equipment with the different systems employed by other operators and suppliers, and also allow passengers to top up or renew their travel cards over the Internet or via the telephone. In addition, the new system is fully compliant with the requirements of the directive recently issued by the Veneto Regional Authority, which requires the implementation of a fully integrated, automated, regional ticketing system. Figure 28: New AIM Mobility ticket purchase system via SMS message or QR code 68

PART: Introduction to E-ticketing and smart card 4.6. Verona (MOVER) Italy Basic statistics General facts Verona is an Italian city with 263.964 inhabitants and it is one of the provincial capitals of the Veneto Region. Verona is a very important tourist destination, visited by more than 3 millions of tourists every year. It has an important motorway junction which forms the intersection between the A4 Milan-Venice Motorway and the A22 Brennero Motorway. Organisational aspects The public transport operator is the ATV company (Azienda Trasporti Verona) that was set up in 2007 from the merger of two companies, AMT and APT: the first one managed the urban service while the latter managed the suburban service. The aim of the merger has been that of provide citizens with a more rational and efficient transport system and to harmonize ticket prices. ATV provides the urban transport service for the municipality of Verona and the other main cities of the province. In addition, it provides also the suburban transport service that connects Verona to other cities and towns, inside and outside the region. It is also very important the shuttle service that connects the railway station to the airport. Below some data of ATV: Employees: 800 Urban service Network extension: 197 km weekdays; 91 km night; 107 km holidays Annual distance covered 7.000.000 km Number of lines 21 weekdays; 10 holidays; 9 night Passengers transported/year: 32.400.000 Catchment area 258.000 inhabitants Journey speed 3.5 km/h Extra-urban service Network extension: km 4500 Annual distance covered: 12.500.000 km Number of lines: 80 Passengers transported/year: 16.300.000 Catchment area: 1.250.000 inhabitants Journey speed: 33 km/h ATV Verona is an electronic ticketing project success story. A project created within a very short space of time (just 16 months from assignment of tender to the date on which the entire system was put into service at urban level) and with immediate positive results on the company financial situation after activation of MoVer on October 1st 2008. Particularly 69

PART: Introduction to E-ticketing and smart card effective were both the efforts taken to communicate the importance of validation and social control, and intensification of on-board checks, including those by traffic wardens, which have almost halved the number of passengers without a ticket. Also positive was the fact that this strong growth trend in revenue has been confirmed by the figures for the first half of 2009. The system supplied includes software procedures and appliances installed both at the ATV company locations, where personalized smartcards can be issued, and at sales outlets, where the passenger can renew his or her subscription or top up his or her travel card. The customer can also renew his or her electronic subscription using the ATV web site. A flow of information is able to update all the on-board validation equipment fitted on the vehicles. The Company Control Centre, installed at the ATV headquarters, which is integrated with all the company procedures, allows more efficient and effective management of the enormous amount of information, so that managers have a better idea of the habits of users, from the areas with greatest traffic to statistics on passenger mobility and violations. Financial & technological feasibility Figures for the ATV Mover project: over 35,000 contactless cards issued in 2008. Card recharge (also online), use of the card and its check are faster. The ATV card (among the first ones in Italy) is also an e-wallet allowing payment according to effective use of the service/system. The future Mover Card could be used also for other private and public services, thus becoming THE card for Verona's citizens. Figure 29: ATV Mover contactless smart card The system will enable full fare integration between city and province just with a single ticket. New fare policies will be introduced in relation to effective use of the buses. ATV will be able to collect and manage a series of information useful for improvement of routes and fare policies by making them more suitable to users' needs. Thanks to compulsory validation on board (also for registered users) there is a sort of "social check": it is simple to see who is travelling with a valid ticket/card or not. If the card is lost or stolen, the value is not lost since the system blocks the card and reintegrates the value. 70

PART: Introduction to E-ticketing and smart card Since the system realized was not part of a program nor was a co-funded project like CIVITAS, there has been no tool developed. No Mystery shopper survey was conducted, only testing phases during implementation process: the system was released step by step in order not to lose continuity in the ticketing process and to introduce gradually the new system to users. Main measures were checked together by PTO and system providers according to an agreed Test Book. The system itself provides a number of indicators and is able to collect information about the use of the new ticketing service and of the transport service (number of passengers, statistics on lines, routes, times etc). Other pros are: Increase of sales thanks to greater user-friendliness Less fraud Higher traceability of passengers movements, aimed at both better service planning and innovative and tailored commercial policies Faster boarding speed More checks of financial flows The ticketing system was build up through a series of steps including a feasibility study, a tender for the selection of system providers, a detailed executive project and different steps of implementation and test. Key persons involved from PTO side were the responsible of ICT and responsible of ticketing who cooperated with the PM of contracted providers. Validators were located near bus doors to facilitate access. Ergonomics studies were performed to optimize the most suitable location. Drivers instruments were compatible with driving and overall view of the bus. As for the ticket offices and sale points a standard set of devices was provided and installed according to available spaces and to optimize customer/seller interface. Portable terminals were provided with hang on support. Data loggers (no interfaces) were installed in hidden places on board (easy access for maintenance). Figure 30: Onboard validator with recharging and renewal function 71

PART: Introduction to E-ticketing and smart card Transferability & sustainability The technology to be adopted for the system was selected according to the following terms: - Analysis of company s specific objectives, in terms of traceability and monitoring of passengers flow, flexibility of the system, possibility of managing innovative marketing policies, reduction of fraud, user-friendliness, other - Analysis of technologies available on the market - Company s own funds - Limitations set by reference standards at regional/territorial level - Necessity of technological interoperability with similar projects in the same fare territory A strong marketing campaign on the new system was made to accelerate acceptance of the new ticketing using smart cards instead of paper tickets. No accessibility problems occurred and the use of smart cards instead of paper resulted easier to users (contactless instead of mechanical validation on board). Figure 31: Online recharging system for Mover card owners 72

PART: Intelligent Passenger Information 5. INTELLIGENT PASSENGER INFORMATION Improved passenger information is supportive measure to support overall appearance of public transport. According to recent studies 20 % do not use PT, because of lack of information (EPOMM 2011). In South east Europe every city/region/country has its own public transport information policy and strategy. Diversity is presented on organizational as technological level (e.g. between cities in SEE or between Public transport Authority (PTA), operators and suppliers (telematics) in cities (e.g. data compatibility and transferability). There is also no or slight integration with other systems for traffic management (traffic light priority, monitoring), travel information or ticketing systems and problems concerned nonharmonized User (man) Information system (machine) interface appear. Particularly providing information for handicapped users is not present very often. 5.1. Background information According to the survey there are several ways to raise the quality of passenger information on local, regional, national and supernational level. In the past decade, many public transport authorities spend large sums on upgrading passenger information systems and thereby helped to evolve system from simple paper timetables to intelligent multimodal IT systems. Passengers nowadays are seeking not only for information about the time of arrival of next train, tram or bus but they want to be ensured they are getting on the right vehicle when it arrives, in which direction they are travelling, how long they have to wait for the next vehicle and possibilities for changing to different transport modes along the travelling path. Real-time passenger information (RTPI) is one of the methods which best meets public transport user demands and expectations. RTPI system provides accurate PT arrival and departure time. For effective use of RTPI system for PT, some basic terms had to be fulfilled. First of all public transport vehicles have to be equipped with Automatic Vehicle Location Systems (AVL). In other words, all vehicles are equipped with tracking device that is installed in the vehicle. These on-board mobile units (OBU), in general use two different modules. One is a global position system (GPS) module for determining precise vehicle location at any time with use of navigation satellites. And the other one is a global system for mobile communications (GSM) module for communication with control centre. 73

PART: Intelligent Passenger Information Control centre calculates the exact time of arrival, based on data received from: - mobile units (location), - micro-electromechanical systems (MEMS) (electronic gyroscope and electronic accelerometer for data on direction and acceleration), - odometers (distance travelled) - or a combination of each. This information is then sent over wireless (with GPRS) or cable (optical or fiber-coaxial) communication from on-board mobile unit directly or via control centre to man machine interface passenger information system for providing accurate bus arrival time. Different types of information media are used for displaying this information: - on bus stops and bus shelters (LCD monitors, LED display monitors) - over video screens on terminals, - smart-phones, mobile - Internet. Figure 32: Direct Automatic Vehicle Location wireless communication system scheme 74

PART: Intelligent Passenger Information Figure 33: Automatic Vehicle Location wireless communication system scheme The use of dynamic RTPI system of providing estimated arrival and departure time of PT on bus stops and bus shelter can improve the quality and service level and therefore it will greatly improve the conditions of the trips with these transport modes in the way: by removing any uncertainty when using PT by minimising waiting time of PT user by minimizing the perception of waiting time 75

PART: Intelligent Passenger Information 5.2. PROCEED Objectives In year 2010 ended 6th Framework Project PROCEED (PRinciples Of successful high quality public transport operation and Development) were the main goal was identifying successfully implemented strategies on urban bus systems and presenting them as guidelines. With improved expertise and extended knowledge-base the guidelines help to develop, implement and assess European policy and efficient public transport (bus) systems. The guidelines are intended to be used by practitioners, planners and other actors of (bus) public transport in small and medium sized cities (25.000-300.000 inhabitants). How guidelines were derived (methodology)? According to the expert opinion on average three good practice examples in each European country were analysed. Study revealed data for 67 urban bus systems in small and mediumsized cities. Findings were deducted out of this knowledge base and transferred into guidelines. The guidelines were then verifies against reality by operators and practitioners. Final online tool is available at www.proceedproject.net. How to use PROCEED toolbox? Proceed toolbox consist of several Guidelines for long and medium time planning of public transport. Guidelines can be searched according to thematic field: Market analyses, Network and infrastructure, Finance, Management and Marketing or through search engine. Individual guideline is structured with: - Guideline (one simple sentence) - Explanation - Critical issues - Good practice example - References / background reading - Related guidelines - Background information What are recommendations for improved passenger information? From Mobility toolbox and pilot view we searched for guidelines for successful implementation of real time information (tendering, planning, operational, punctuality). 76

PART: Intelligent Passenger Information Organisational aspect - In the thematic area "Methods for market analysis" passenger information (PI) are important in: Monitoring of performance : a) Bus stop quality (e.g. cleanliness, and accuracy of stop information). b) Information tools (e.g. availability): The availability of service is in conformity if 99% of phone calls are answered, if 95% of calls are answered within three minutes and if 90% of answers are correct. The measurement method in this case is DPM by Mystery Shoppers. - In the thematic area Management PI are important in: Monitoring the performance of operation; Operation control systems; Communication with drivers Financial and technology aspect - In the thematic area "Network and Infrastructure PI are important in: Intelligent service features in buses; Interchange Strategies and Intermodality; Intersection / traffic signal priority; - In the thematic area Marketing PI are important in: Knowledge base about your (potential) customers; Customer feedback; Safety, information and equipment at bus stops; Accessibility of bus stops, Board of customers; Customer information centre; Measures to attract new users; Co-operation with Park & Ride; Political marketing; Product regeneration / review; Information before and after the journey; Information during the journey - In the thematic area Financing PI are important in: Contracts; Tendering of services; Innovative financing; Fare structure Transferability and sustainability aspect Top level recommendation present 16 issues that need to be considered, while upgrading PT and PT information: Recommendation 1: Build solid political support for HQPT projects. Recommendation 2: Seek secure and long-term financing. Recommendation 3: Implement measures to support public transport. Recommendation 4: Make public transport a city planning priority. Recommendation 5: Clearly assign public transport responsibilities to involved actors. Recommendation 6: Use best-practice ideas from other cities and operators. Recommendation 7: Prepare a detailed analysis of the service area. Recommendation 8: Implement quality management procedures to analyse performance. Recommendation 9: Think tram, use bus. Recommendation 10: Deliver high quality throughout the "package". Recommendation 11: Public transport service levels should provide high availability throughout the day. 77

PART: Intelligent Passenger Information Recommendation 12: Develop integrated public transport systems. Recommendation 13: Continuous marketing is critical for success. Recommendation 14: Provide continuity in the public transport system. Recommendation 15: Provide an attractive fare structure and an easy ticketing system. Recommendation 16: Carefully consider new technologies. 78

PART: Intelligent Passenger Information 5.3. LINK Objectives Enhanced intermodality in passenger transport is one key to a higher efficiency on side of the transport system, improves the ease of travelling on side of the travellers and minimises impacts on side of the environment. The mobility trends and forecasts like the growth of long distance travel and air traffic or partially a loss of significance of rail and local public transport would increase the imbalance of more sustainable modes. The European Commission (DG TREN) has involved the co-modality policy, in other words the use of transport modes according to their relative advantages, an objective met by the LINK approach. How guidelines were derived (methodology)? The LINK Forum focuses on a limited number of key challenges, which are particularly important to enhance passenger intermodality in Europe, for which strategic recommendations have been developed by the experts in the 5 thematic LINK Working Groups. All key recommendations that have been produced by LINK until August 2009 have been reviewed and are available in one common Working Paper (available at http://www.rupprecht-consult.eu). How to use LINK toolbox? Demonstrating implementation is crucial for concepts. Intermodality needs to convince by successfully implemented projects. Nevertheless it has turned out to be difficult to identify a large number of cases fitting into LINK s focus. In particular the relevance of long distances was a difficulty as many examples have been about local transport. Despite the integration of the first/last (urban) mile, it was not an objective to set up another ELTIS (European Local Transport Information Service www.eltis.org). However, the total of about 70 case studies in the according LINK database (accessible on the website), which is published on the website can be seen a solid basis. Main outcome of the project results in 19 recommendation for PT actors and legislation writers. They are structured in 5 work groups: I. Policy and funding II. Directives and regulation III. Standardisation and technology IV. Assessment and planning V. Innovative products and services and VI. Training and education Each recommendation provides answers to the questions: Why needed?, Who is the initiator?, Which are the main action within implementation and What is the potential impact? 79

PART: Intelligent Passenger Information What are recommendations for improved passenger information? From Mobility toolbox and pilot view we are searching for guidelines for successful implementation of real time information (tendering, planning, operational, punctuality). Organisational aspect - In thematic area Assessment and planning are important: Develop and establish a city assessment tool and a quality label for long distance intermodality; Develop a toolkit for a good design of an interchange; Develop integrated airport accessibility plans. - In thematic area Directives and regulation are important: Establish obligatory delivery of data and information in the field of ticketing and information; Establish an obligation to make standardised tariff and timetable information available on request to authorities responsible for passenger transport information provision; Make provision of door to door ticketing information mandatory for long-distance rail-ticket distributors. - In thematic area Training and education are important: Foster training and education on passenger intermodality. Financial and technology aspect - In thematic area Innovative products and services are important: Establish a common CityFlex pass concept; Integrate cooperation and information platforms into a mobility centre for the mobility management of large events; Provide early information to travellers about airport links and accessibility - In thematic area Standardisation and technology are important: Standard for longdistance electronic ticketing compatible with local fare management; Create common quality standards for interchanges Transferability and sustainability aspect - In thematic area Policy and funding are important: Create a White Paper for or dedicate a part of a wider themed White Paper to developing a European intermodal passenger travel information service including a European vision and implementation plan; Develop a road-map for technical co-operation in achieving a European door-todoor intermodal journey planner 80

PART: Intelligent Passenger Information 5.4. Almelo (SABIMOS) Netherlands Basic statistics General facts Almelo is a mid-sized city with 69,40 km² in the east of The Netherlands, near the German Border. The City has 70,000 inhabitants and is part of the Twente metropolitan area, in which about 300,000 people live (620000 whole Twente region). In Amelo there are two PT operators. First one is the biggest Public transport service provider in Netherland named Connexxion mainly for city and another one is Syntus mainly for suburban. On-demand transportation system is for the elderly and handicapped people and also providing services for pupils of primary schools and for sick people that do not need an ambulance. Modal split, length of bus network, number of buses etc, Requirements. Figure 34: Historical development of Sabimos Organisational aspects In the Netherlands the responsibility for regional and local public transport is decentralised to the twelve provinces and seven larger city regions. These are the so called 'Public Transport authorities'. The main responsibilities of the national authority are legislation and dividing the public transport subsidies for covering losses among the public transport authorities. The public transport authorities are responsible for regional and local public transport on a strategic level (planning, tendering etc.). 81

PART: Intelligent Passenger Information With implementing new public transport service with real time passenger information service the roles of central, regional and local governments in Netherland, transportation companies and other parties involved have been changed. These changes applied to planning, financing and contracting public transport services as well as public transport infrastructure. As a consequence, the parties involved did not only change their roles, but also their organizations. In addition, new parties came into the field. Financial & technological feasibility Regio Twente is a public cooperation of 14 municipalities in the eastern part of the Province of Overijssel in the Netherlands and it is also the concession granting authority in the area of Twente, determines the fare prices and controls the quality of the exploitation of the services. Regio Twente pays the concession holder a price to exploit the bus services in the region, which does not cover the costs of exploiting the services. To overcome the difference between the costs and the regional contribution, the concession holder gets the revenues from tickets people buy. A concession is the exclusive right of a transport company during a certain period in a given area to carry out public transport. For good performance, the transporters also earn a bonus, poor performances, they must pay a fine. Using the Real Time Passenger Information system gives the public transport reliability. Providing information about departure and arrival time, bus routes and many others, on bus stops with electronic LED panel display results that the waiting time of passengers is now shorter. Due to the introduction of dynamic information service earnings from passengers raised up by 4 percent. Some examples even speak of a passenger earnings up to 10 percent by introducing a dynamic travel passenger information system. In 1999 the University of Twente executed a pilot project to establish a comparison between SABIMOS (Satellite based operation system) and VETAG (loop based traffic light priority system). The data that were collected for that test, were used in order to develop and test a travel time algorithm. 82

PART: Intelligent Passenger Information Figure 35: New central rail and bus station in Almelo with RTPI display panels Through monitoring average delay of all the stops revealed, that bus arrives on 60 % of stops on time - up to 2,5 minutes late, while 30 % arrivals on the bus stops are up to 5 minutes late. Also higher delay is reported in peak hours. The costs of managing bus-stop displays include: - maintenance contract with supplier - energy consumption - data communication costs - costs for repair, errors and damages (vandalism) - software license for providing information on bus stop The cost for the continuous operation varies greatly. They depend on the technology used and the types of displays. Annually they should be considered with an amount of about 5 to 10% of the purchased new price of the display. Experience shows that management tends more towards 5%. This of course depends on the quality delivered. 83

PART: Intelligent Passenger Information Transferability & sustainability Figure 36: Bus dedicated lane and cycle lane in Almelo On national level TRANSUMO (TRANsition SUstainable MObility) is a Dutch platform for over 150 companies, governments and knowledge institutes that cooperate in the development of knowledge with regard to sustainable mobility. Transumo aims to contribute to a transition from the current inefficient mobility system towards a system that facilitates a stronger position in economic competition, as well as ample attention for people and environment. Region Twente was by the end of last century exposed to road congestions and vicious circle of public transport (budget cuts, less buses, less passengers, less revenues). New characteristics of PT policy (Comprehensive, Innovative, Realistic, Cooperation) led to introduction of BSHL (Bus with high level of service) in Enschede, Almelo, Hangelo and Oldenzaal. Major success measures were bus priority lanes and integrated bus traffic light priority system with RTPI and integration of bus and rail. Results showed 30 % increasement of passengers on weekdays, 75 % increase of passengers on Saturdays, 45 % increase of cost coverage and 5 % decrease of ticket price. Satellite Based Information Management Operating System was developed like a experiment in late 90 in Almelo. In 2002 regional upgrading of the system started. In 2004 was the first implementation of regional RTI-system in the Netherlands. 84

PART: Intelligent Passenger Information Figure 37: OV-chipkaart a contactless smart card ticketing system for all public transport modes in the Netherlands. Figure 38: Bus and Rail arrival and departure times on main bus station in Almelo 85

PART: Intelligent Passenger Information 5.5. Trondheim (NICHES+) Norway Basic statistics General facts Trondheim is the fourth most populated city in Norway and is the administrative centre of Sør-Trøndelag county. The city of Trondheim has 165,000 inhabitants at a density of 458 people per km2. Trondheim currently experiences an adverse environmental impact from excess car use in the city centre: 44% of journeys in the CBD are made by private car. The re-introduction of road tolling was a strong recommendation of the Norwegian Department for Transport but has enabled Trondheim s objectives to become self-financing through the hypothecation of revenues to finance improvements to Public Transport. Figure 39: Public Roads Administration Organisational aspects The city s Public Transport networks (train, bus and tram) are currently used by 40,000 people on a daily basis (23% of journeys in the CBD). The local bus company, AtB, operates 42 routes in the Trondheim area, and there is one tram line, with a 20 minute journey time from end to end that serves around 800,000 customers each year. The main objective is to increase the attractiveness of Public Transport by reducing travel times and improving the range and quality of services on offer. Of the NICHES+ innovative concepts, Trondheim focuses on Mobile Travel Information Services for the Public (MTIS). MTIS enhance convenience and confidence when travelling by various transport modes, particularly Public Transport. MTIS provide a more reliable, convenient service to end users, contribute to improved operational practice, and permit more efficient network management. Within Trondheim, MTIS are viewed as an important component of the wider strategy to promote Public Transport use, through the delivery of real time information on Public Transport on vehicles, at stops/stations and to mobile devices, delivering integrated ticketing and communications solutions, and bus priority. 86

PART: Intelligent Passenger Information Figure 40: Mobile Application for buying bus tickets in the city of Trondheim Financial & technological feasibility The re-introduction of road tolling in March 2010 means that revenues are hypothecated to finance improvements to Public Transport. Trondheim s MTIS measures are funded by 35 million NOK (approx. 4.5 million EUR) hypothecated from the road tolling component of the environmental package. These revenues will be used for the implementation of MTIS on the bus network, with Trondheim s MTIS objectives guaranteed until 2025. This enables long term planning with a high degree of flexibility, with an additional one third of revenue set aside to be spent as required e.g. to meet new demand or to develop new concepts. Policy measures included increased funding for Public Transport, reduced free car parking and an increased environmental tax on petrol. Infrastructures have been upgraded, notably the city s tram terminal, and in 2009 a further set of objectives were identified, designed to encourage car pooling and the reintroduction of road tolling. Specific local transport policy objectives include: A reduction in CO2 of 20% A 25% increase in public transport speed in the CBD An 8% reduction in car travel A 15% drop in noise levels A 20% reduction in accidents 87

PART: Intelligent Passenger Information Figure 41: Mobile Application for route planning and RTPI for public transport Transferability & sustainability MTIS will be implemented in Trondheim through the following key measures: GPS-based bus localisation and priority Real time information on buses and at bus stops Real time information delivery by text message (SMS) Smartphone-based map application with real time information Tram customers currently enjoy real time information, e-ticketing and payment on mobile phones. The ability to communicate with transport operators by mobile phone is being investigated in order to enable passenger feedback to the operator. Implementation of MTIS in Trondheim will benefit from the fact that the key stakeholders are in place and strong working partnerships established. Finance is also available until 2025 through the re-introduction of road tolling finance and hypothecation of revenues. Long-term sustainability of MTIS in Trondheim will ultimately be measured by a number of indicators. Key to this will be achieving the specific local transport policy objectives including a 33% increase in the number of bus travellers, a 4% reduction in car traffic, a reduction in CO2 of 20%, a 25% increase in Public Transport speeds in the CBD, an 8% reduction in car travel, a 15% drop in noise levels and a 20% reduction in accidents by 2018 (from 2008). 88

PART: Intelligent Passenger Information 5.6. Brno (CiViTAS ELAN) - Czech Republic Basic statistics General facts Public transport in Brno consists of 13 tram lines, 13 trolleybus lines (the largest trolleybus network in the Czech Republic) and almost 40 day and 11 night bus lines. Trams have a long tradition in Brno, they first went to the streets in year 1869, it was the first operation of horsedrawn tram in the current Czech Republic. The local public transport system is interconnected with regional public transport into one integrated system called IDS JMK and directly connects also a few nearby municipalities with the city. Its main operator is the DPmB company (Brno City Transport Company) which also operates a ferry route serving mainly for recreational purposes at the Brno Dam Lake, and for interested also a tourist minibus providing a brief tour of the city. The city also plans to build a metro system (S-Bahn) because of locally overloaded trams and to lessen the congestion on the surface. Organisational aspect In Brno is responsibility for local public transport centralised to the hand of the city, but is still coordinated with integrated transport system in south-moravian region. Regional public transport is in hand of `integrator`, which is company named KORDIS JMK. They provide all services for public transportation in region including railway and city transportation in small sized cities of south-moravian region. Integrator is responsible for transportation on strategic level (planning, tendering...). The project of Integrated Mobility Centre (IMC) is aimed to improve the quality of the service in public transport and thus increase the number of PT users. IMC is place where the sustainable transport modes are promoted. IMC is focused on providing transport information. Trained employees are providing information from Brno public transport, also the information fro Integrated Transport System of the South Moravia Region, the information about cycling, etc. The employees closely cooperating with the traffic control centres thus they can inform about possible problems in traffic. The IMC is also providing tourist information and it is a place where the city can presents its project. The IMC is situated at the one of the most important PT interchange in the city Brno. As a part of this project the stops at this interchange are equipped with the electronic information panels (4 x two-side panels). On these panels the real time information about the arrival of the PT vehicles are displayed. Before the installation of the IMC the architectonical study was prepared. In this study IMC design suitable for the historical centres of the cities was prepared. Part of this study was also the design of the electronic information panels according to the user needs. In the preparation of the operation of the IMC and Electronic Information Panels the responsible city s organization were involved. The cooperation with the Brno Public Transport Company and KORDIS JMK (coordinator of the Integrated Transport System of 89

PART: Intelligent Passenger Information the South Moravia) was established for the providing the transport information. Also the cooperation with NGO working in the field of transport was established. 6 months before the opening the discussion with the citizens was prepared. The aim of this discussion was to obtain ideas about the scope of the service of IMC. The questionnaire is also available on project s website. The location for the installation of IMC and electronic information panels was choose because this place (Joštova Street) is one of the most important PT interchanges. The location is close to the city centre with the big movement of the people. Figure 42: Information mobility centre (Joštova Street) The idea was to install the information centre, where the new technologies (such as internet, phone) will be used. The selected location was in the historical city centre thus the design had to correspond with this limitation. During the preparation of the implementation some of the planned technologies turned out to be outdated (e.g. the LED panel on the top of the IMC) and in opposite in some cases (e.g. touch screen) the acquisition costs were decrease on acceptable level. The changes are only in type of the equipment. The evaluation of the operation of IMC revealed that 67 % of provided information was on Transportation issues (tickets, timetables, connections, vending machines, info for car users, pedestrians, cyclist, etc.) while 33 % on other (accessibility, tourist info, culture info.). Financial & technological feasibility The cost of the IMC Instalation is 200.000 euros (5,5 milions CZK), the electronic information panel 100.000 euros (2,5 milions CZK) South-Moravian region contains 673 villages including second largest city of Czech republic Brno. Region is divided into small tariff zones. This system is accurate for passengers to travel between municipalities without need to travel through central city (Brno). With 721 90

PART: Intelligent Passenger Information connected municipalities (673 are in South-Moravian region itself, other are outside the region, but still connected with transportation into integrated transport system) is about 4 or 5 municipalities per zone usually. Brno itself is divided into two zones. In September 2009 they started to run a WAP mobile service for passengers to obtain actual timetables for any bus stop in region and about other travel information also. There was start of actual vehicle position service too. It was first pilot operation of service of this kind in Czech Republic. In ELAN project this service was put in wide operation with installing RTI displays in the city centre. Figure 43: The illustrative case of localisation and monitoring delayed PT vehicle Special dispatching and operating system called RIS was developed like a experiment somewhere about millennium in Brno city transportation company (DPMB) as part of new system installed in vehicles. In beginning of new millennium DPMB started works on public transportation priority, especially for trams. In cooperation with integrator KORDIS-JMK DPMB continue to equip bus and tram stops in city of Brno with RTI displays. 91

PART: Intelligent Passenger Information Figure 44: Dispatching centre with RIS system South-Moravian region and especially second largest city of Czech republic Brno facing transportation problems in scope of traffic congestions and less budget to provide adequate public transportation. In the city of Brno is running project for public transportation traffic lights priority, which contains few never traffic light crosses and few bus lanes. Transferability & sustainability The measure has to be in line with the city policies. In the preparation phase, before the approval by the City Council, the project is under the process of commenting of the Municipality Departments. 92

PART: Intelligent Passenger Information 5.7. Ljubljana (CiViTAS ELAN) Slovenia Basic statistics General facts Ljubljana as the capital city in Slovenia is a city with approximately 275,000 inhabitants and covers area of 271,67 km². It lies in the centre of the country in Ljubljana Basin as part of socalled Osrednjeslovenska region with approximately 530,000 inhabitants and it is also the cultural, educational, economic, political and administrative centre of Slovenia. Its transport connections, concentration of industry, scientific and research institutions and cultural tradition are contributing factors to its leading position in the Osrednjeslovenska region and in the country. The city bus network of public transportation in Ljubljana is managed by Ljubljana public transport company (Slovene: Ljubljanski Potniški Promet LPP), which offers public transportation services also to neighbouring regions. The buses cover 21 city routes and 35 suburban routes. Bus lines operate in total length of around 320 kilometres and cover around 97% of urban area of Municipality of Ljubljana. In other words around 97% of households in municipality are less than 500 meters away from the nearest bus stop. In LPP they carry about 80 million passengers per year with 210 buses on road (urban transport) and is a most used mean of public transportation. Since 1994 LPP acts as a public, limited liability company, under Municipality of Ljubljana. Buses connect the city centre with urban areas and outlying villages within the boundaries of Ljubljana Municipality, some lines also operate in adjacent municipalities. The modal split of the public transport and private trips represent 57,70% of private trips made with personal car and 42,30% of trips made with public transport and walking or with a bicycle. Whereby 13,10% of public transport trips are made with bus or train transportation modes, 9,90% of trips are made with bicycle, 19% of trips are made by walking and 0,3% trips represent trips made with different transportation means and vehicles. Figure 45: PT bus operators new fleet of buses running on alternative fuel 93

PART: Intelligent Passenger Information BEFORE ADOPTED MEASURES FUTURE PASSENGER INFORMATION information in alternative formats for visually impaired people PUBLIC TRANSPORT better access for wheelchair users BUS FLEET Disability-friendly local buses CLEAN URBAN TRANSPORT introducing buses with alternative fuels (Hydrogen, bio-disel, CNG) URBANA Electronic Ticketing System P + R First two parking places with Park and Ride system SUSTAINABLE MOBILITY increased pedestrian area in towns center and increased network of bicycle lanes and trails RTPI Real-Time Passenger Information Dynamic LED panels AVL Automatic Vehicle Location BUS VSS Video Surveillance System on local buses BicikeLJ Bicycle rental system with 29 stations across city SMART CARD TICKETING Intermodal smart Chip-Card ticketing for all PT serivces 2000 2005 2007 2009 BUS STOPS 2011 2012 2025 NEW CENTRAL New RTPI system for PT users ACTIVE PARTICIPATION OF PEOPLE TRAINING FOR DYNAMIC LED RAIL & BUS DRIVERS BUS FLEET PANELS STATION Set-up of information points and campaign on clean vehicles and alternative Reconstruction of old arrival - departure times education and training of fuels in Ljubljana Modernizing bus fleet with and delays rail and bus staion drivers in LPP new low-chassis floor in city center ROUND TABLEs improving accessibility for disabled PT users EFFICIENT URBAN MOBILITY restricting car access and new concepts for goods distribution with focus on participation of civil society in shapeing sustainable mobility ELECTRONIC TICKETING Central ticketing system for bus, bicycle rental system and funicular with latter upgrading possibility to use in railway ACCESS RESTRICTION ZONE PASSENGER INFO Real-Time Passenger Info Internet & Mobile network charging fee for private car use in city center area Figure 46: Historical development of Sustainable mobility of public transport in Ljubljana For providing better, safe and comfortable urban public bus transportation as replay to increasing passenger expectations with lowering number of bus users the LPP operator started with measures for increasing the level of services. One of the main goals was to improve passengers travel information to enhance their journey experience and to meet passenger demand of highest in quality services. Key to this information are real time passenger information systems, which provide accurate departure and arrival times, enabling traveller to plan their journeys and thus make better use of their time. One of the objectives was so to equip 33 bus stops with remotely managed Electronic Real Time Passenger Information displays which were controlled from public transport operators Control Centre. LED information displays primarily serve for real time information about estimated time of arrivals for passengers to know when next buses are arriving. Implementation of wireless direct communication technology (Zigbee) at the bus stops helped for higher information accuracy so that passengers get as reliable information as it gets. Organisational aspects Expert commission was establish to carry out public procurement procedure from the technical perspective as well as oversee the correctness of procedure and compliance with legislation. Members of commission were Civitas Elan partners and had regular meetings to review and amend technical specifications, ensure that all aspects are covered and included specifications are enough detailed. Finally the type of electronic displays were determined, in particular per deputy mayor opinion (single face 6-line and single face 2-line displays were 94

PART: Intelligent Passenger Information confirmed). In order to estimate procurement costs, several proposals and quotations were obtained from domestic and foreign companies interested in this tender. From the legal perspective the contract (framework agreement) was prepared. Also the protocol specification document was prepared communication with control centre for public transit management as part of tender documentation. The main factors for decision which bus stops should be equipped first was the location along the Civitas Elan corridor, bus stops with highest flow and number of passengers, the criterion was also current infrastructure available at the bus stop (electricity and Ethernet network) in order to minimize the costs of construction and electrical works. The planning phase included a review of present AVL system with backup system utilized by LPP in order to provide real time passenger information data transfer and integration with electronic display. The AVL and fleet management system currently utilized by LPP was enhanced, in particular bus centre and ETA prediction calculations program was upgraded. New communication protocol for system integration between bus centre and bus stop was designed (also between PT fleet and bus stops) and a study to define electronic display connection based on new communication protocol and direct communication equipment configuration has been prepared. Which later then led to implementation of test electronic display at bus stop Konzorcij. Financial & technological feasibility The measures and implementation of dynamic RTPI system into existing public bus transport system was also co-financed with a help of Civitas Elan project from European Union. First 15 LED panels were installed at the most frequented public transport bus stops with highest passenger rate. 10 bus stops were equipped with 2-line displays and 5 bus stops with 6-line displays together with technologically advanced city buses or modernization of bus fleet in general. Therefore 20 new buses using alternative fuel system (methane gas) were purchased and first public filling station for methane gas vehicles was opened. Improving safety on city buses for passengers was realized with installation of 53 cameras on public buses for providing safety for passengers and also for monitoring current traffic situations in city. Whereby putting citizens first by giving priority to their needs and making them part of the solution was also considered into implementation program. 95

PART: Intelligent Passenger Information Figure 47: RTPI LED display panel Transferability & sustainability Integration with other systems for improving public transport services were made with measures like: Smart chip-card ticketing system called Urbana, for easier, faster and more flexible use of public transport. User can now use chip card as electronic payment system for all bus routes, as payment for parking in certain areas, for funicular railway and latter in future also for national ticketing system on other public transport systems (railways). Park & Ride - Construction of additional parking spaces for park and ride system. Cycling strategy as a wide range of actions to promote the use of bicycles for movement in the city centre and new bicycle lanes were constructed. Consequently for reducing car use in city centre a new bicycle rental system was established. Figure 48: Bicike(LJ) - bicycle sharing system in Municipality of Ljubljana Measures were aimed at securing cleaner and more efficient urban mobility by integrating the public transport system, restricting car access, introducing new concepts for goods distribution and increasing the number of clean vehicles. 96

PART: Intelligent Passenger Information There is also participation of civil society in shaping sustainable mobility in Ljubljana focusing on increasing the use of bicycles and promoting use of so called clean vehicles in PT running on alternative fuels. Real time information system is a part of integrated approach to build up sustainable transport in city of Ljubljana bus public transport fleet. 97

PART: Intelligent Passenger Information 5.8. Barcelona (CiViTAS MIRACLES) Spain Basic statistics General facts Barcelona is the second biggest city in Spain and the capital city of Catalonia. Barcelona has an extensive motorway network and is a hub of high-speed rail links with cities in France, Spain and Portugal. The urban area is confined between the sea and the Collserola Mountains, and, like most Mediterranean cities, is very densely populated. With a population of 1,6 million people within city administrative limits and covering land area of 101 km² Barcelona today has status as one of the world s major global cities. Public transport in Barcelona is operated by several PT companies, most of which are part of the Autoritat del Transport Metropolità (ATM), a transport authority managing services in the Barcelonès and the rest of the metropolitan area of Barcelona. The public transport network includes a metro, bus network and tram lines, as well as several funiculars and cable cars. In 2007, the city council introduced the successful Bicing public bicycle service, comprising 100 rental stations around the city. Public transports main branches are operated by following companies: - railway: Owned by Renfe and Ferrocarrils de la Generalitat de Catalunya (FGC) - trams: Operated by Tramways de Barcelona S.A. To additional operating tram system Tramvia Blau in 2004 two new tram systems were introduced: Trambaix and Trambesòs. - bus: Transports Metropolitans de Barcelona (TMB) is the main public transit operator in Barcelona and it runs most of the metro and local bus lines. It seeks to coordinate and integrate other public transport companies (such as TRAMMET, for the local trams) into the same network as well. The bus network serves Barcelona and the metropolitan area through total of 109 lines that cover a total distance of around 920 kilometres. The Barcelona Metro service has 123 stations. It is formed by six lines and a funicular railway. In 2008, TMB carried 572.39 million passengers. Due to a high population and density the modal split of the public transport and private trips are in favour of public transport where 26,6% represent private trips made with personal car and 73,4% represent trips made with public transport and walking or with a bicycle. 20,5% of trips are made with different transportation modes, only 1,2% of trips are made with bicycle and 4,9% trips represent trips made with different transportation means and vehicles. Walking, with 46,8% of all trips, is the most desirable way of moving in the city of Barcelona. 98

PART: Intelligent Passenger Information BEFORE ADOPTED MEASURES FUTURE ANPR System Automatic Number Plate Recognition INNOVATIVE MULTI-USE LANE Extension of multi-use lanes as SMART SSP Installation of charging points for electric vehicles and new LED vending machines. BUS FLEET EXTENSION More sustainable transport for the city with 70 new CNG buses AVM SYSTEM System operated only for buses of TMB the main bus service operator PASSENGER INFORMATION Information screens at main Intechanges and terminal stations of the bus network AVL Automatic Vehicle Location Buses equipped with GPS and communication technology with On-board information screens bus priority lane, goods delivery lane and special kerbside regulations. REVIVAL OF TRAMWAYS Four lines of the new tramway network in the city. RTPI panels Real-Time Passenger Information Dynamic LED panels with bus arrival times and delays BICING SYSTEM Network of more than 400 stations to lend and return over 6000 bicycles distributed throughout the system. SMART CARD TICKETING Intermodal smart Chip-Card ticketing for all PT serivces METRO LINES Expanding metro lines network with extension of two existing lines and construction of a new metro line. NEW T-12 TRAVEL CARD Introducing travel card for Children valid for one zone with unlimited nubmer of free journeys on all trnasport modes. BUS FLEET New hybrid bus prototype with electric and natural gas engines for future bus fleet. BRT LINES New Bus Rapid Transit lines RETBus for crossing city in horizontal and verticl routes. 2000 2002 2005 2007 2009 2012 2025 ACCESS RESTRICTIONS PASSENGER INFO MOBILITY MASTER FROM NATIONAL TO STATE OF THE INTEGRATED FARE Implementing control PLAN LOCAL ART SYSTEM Real-time multi-operator access and limit speeds to passenger information system Aims at guaranteeing a high For the first time a regional Various extensions and - all transport tickets are level of accessibility while government in Spain has taken upgrades will provide part of a system 30km/h along the reducing the environmental over functions and the most expansive and - price according to level of use and distance controlled road section P&R impacts of public transport. management of railways that sophisticated metros. - system of validation that removes changeover charges - permeability of the system - tickets valid for all modes and operators OPTIMUM MANAGEMENT Co-ordinating interchanges and better planning service times and operation of the lines Extension of Park & Ride system combining with information about metro system and a ticket reduction in combination with the parking costs. PLAN FOR PUBLIC TRANSPORT INFRASTRUCTURES (PDI) 2001-2010 Implementation of a whole series of actions on the metropolitan network of TPC Barcelona. The PDI is based on four programs, one for extensions to the network, another for improving existing lines, a third that is specifically dedicated to interchanges and finally, one dedicated to actions taken on the state-run railway system have been, until then, exclusive to the Central Government. GREEN TRANSPORT Improving the user experience of Transit / Non-motorised transport Figure 49: Development of Sustainable public transport mobility in Barcelona With modernizing public transport services the main objective was to improve the quality of passenger information by demonstrating real-time messaging based on a multi-operator system by combining the AVM system (Automatic Vehicle Monitoring System) with standard information panel system. The installation of a 3rd generation AVM system covering more than 20 operators (with small, medium and large bus fleets) within the metropolitan area made it possible to provide better messages about bus arrival or departure times. Information panels were installed on the buses as well as at the interchange points. To achieve the primary objective of demonstrating a full integration of real-time arrival times of all services, this de facto standard had to be linked with the information of the main operator TMB. The system architecture finally adopted to achieve this involved ATM accessing information of TMB bus arrivals using a mobile GPRS based SMS web service. This agreement included the design of the bus stop panels and the protocol for rotation of messages. Organizational aspects The objective of coordinating the different Administrations to boost the public transport system required, in the case of Barcelona, the creation of a metropolitan public transport coordinating agency. It would not be until the Framework Agreement of 1996 when the State, the Autonomous Government of Catalonia and the local Administrations (Barcelona City Council and the 99

PART: Intelligent Passenger Information EMT) recognised the need for a consortium-based local collaboration Agency for the organisation of the public transport system in the area of Barcelona. In October 1996, the Executive Committee for the creation of the ATM presented the protocol of bases and criteria for the creation of this agency to the Administrations and, finally on march 19, 1997 the Agreement of the Constitution of the ATM was signed in the Palace of the Autonomous Government of Catalonia. The ATM is a voluntary inter-administrative Consortium open to all the administrations that run public transport services in the metropolitan region of Barcelona. Mention must be made of the presence of representatives from the General Administration of the State on the governing organs of the ATM, as observers. A fundamental element in guaranteeing the proper running of the ATM is the decision making mechanism. This system means that suitable discussion channels are needed, with the participation of the administrations and the operators. The funding of the metropolitan public transport infrastructures in municipality of Barcelona is carried out through Funding agreements between the State and the Autonomous Government of Catalonia. These Agreements, with a term of 3-4 years, establish the contributions of the two administrations, at a rate of 2/3 by Autonomous Government of Catalonia and 1/3 from the General State Administration to fund a given investment programs for the Underground networks, the Barcelona Metropolitan Transport buses (TMB) and the Railways of the Autonomous Government of Catalonia (FGC). The list of the actions to be funded is decided by the Governing Board of the ATM. Transports Metropolitans de Barcelona is the management unit of the companies Ferrocarril Metropolità de Barcelona, S.A. and Transports de Barcelona, S.A. TMB is the main public transport managing company in the metropolitan area of Barcelona. As the main public transport operator in Barcelona, and part of the daily routine of thousands of citizens, they provide two transport networks (bus surface transport and metro underground network) and several leisure transport services. Financial & technological feasibility When starting with project it was recognised that the consolidated operation of ATMs AVM system requires further development work before information diffusion to passengers is considered (using not only bus stop LED panels). That's why work on developing web-based application began so that all PT operators in the region could manage their fleet via the web and with simplified user friendly interface rather than spending on additional equipment and staff. Surveys with small operators and surveys on tram were carried out for implementation on new AVM system and upgrading communication systems with more economical solution using GPRS based telecommunication technology. 100

PART: Intelligent Passenger Information In 2003 the ATM started with proposals to main operators of PT in region (bus, tram, metro) for the interchange of information between their AVM systems and the new ATM AVM system. The outcome was business integration with largest bus operator TMB in region for exchanging info about bus arrivals and design of bus stop LED panels. Latter in 2005 ATM has established agreements with local municipalities for the implementation and operation at first 4 bus stops. With positive experiences in 2006 more bus stops LED panels along corridor were installed. Figure 50: The new PSI Solar Bus Stop designed to display information of 6 bus lines simultaneously Transferability & sustainability Barcelona s public transport mainly consists of a local public transport network with bus lines, metro, tram and aerial cable cars. To reduce growing traffic volumes and rising private car trips in city centre and in the end also for environmental reasons, the City of Barcelona introduced several solutions for this problem. To achieve this goal, reducing growing traffic, one solution was installing also a new Biking Service, a free bicycle service which is also considered as a means of public transport and another solution was installing of LED panels for RTPI and promoting use of PT. A new AVM system was developed with integration of old, already functioning, AVM system from largest bus operator in Barcelona (TMB). With standardization of new AVM system the easy and smooth integration for small and medium bus operators in the region was made available. System so enabled each operator to use the GPS location system to track its own vehicles, and issue commands via its own control centre. The modules serving each operator were also integrated at ATM's servers. Multi-use lane was installed along Travessera de Garcia Street. The lane during peek hours served as bus dedicated priority lane, between peak hours as delivering goods lane and over night also as on-street parking lane. The lane was equipped with Variable Message Signs to 101

PART: Intelligent Passenger Information clearly communicate the regulations to all road users. Along the Trambaix corridor were bus routes met with the new tramway LED panels were installed for providing Real-Time Passenger Information about Arrival/Departure Times of buses and trams on this route. Another positive contribution was a new intermodal Smart Chip-card ticketing system that was introduced for all users of public transport services. Figure 51: The Trambaix as part of the Barcelona Tramvia system 102

PART: Intelligent Passenger Information 5.9. Other Best Practice measures 5.9.1. Toledo (USA) In the city of Toledo the Toledo Area Regional Transit Authority (TARTA) functions as the primary mass transit operator in the Toledo metropolitan area and provides approximately four million trips per year. Service is provided weekdays from 5:30 a.m. to 11:30 p.m. with additional service on weekends and holidays. TARTA s current fleet consists of 121 vehicles with capacity ranging from 19 passengers to 45 passengers. When modernizing public transport service started in 2011 the TATRA aimed toward implementing measures that would meet some of the following conditions: - The Passenger Information component of this project shall provide the public with real-time vehicle location information on a digital map and arrival/departure predictions via their own personal computers connected to the Internet. - Furthermore, arrival/departure predictions will be presented to riders at selected TARTA shelters and transit stations. - The Internet system shall also provide computer users with the ability to set alarms that will notify them by a popup alarm on their computer when their bus is a specified distance away as well as tie in with TARTA s existing Intelligent Voice Response (IVR) system to automatically generate phone calls to a cellular phone. - Finally, the bus stops will be coded with signage that will allow our passenger to text TARTA s existing Textmarks service to get real-time information for the next three buses that are scheduled to arrive at that stop. - When multiple routes intersect at the same stop, it should be possible to text the stop number and the route number to get the next three times that the bus will arrive at the location. The system shall also include an application for use with smartphones that will give all functionality of the website interface. Figure 52: New smartphone apps provide bus arrival and departure times to commuters 103

PART: Intelligent Passenger Information 5.9.2. Malmö (Sweden) Starting in 2004 and completed in 2007 all city buses and some regional buses were equipped with AVL units and computers that can communicate with a central server and thereby provide its exact position and time. This information can for example be shown on bus stop signs and other information signs. In 2004 during the pilot phase real time information has been added to the existing traffic information system and some bus stops in Malmö have been equipped with first real time signs that show the traffic situation on these routes passing that specific bus stop. In the city of Malmö, which is the Sweden's third largest city with a population around 290,000, later during SMILE project period a total of about 100 bus stops and shelters have been equipped with dynamic information boards informing PT users when the next bus is not only planned to arrive, but also when it actually will arrive. Two larger sign s have also been erected at the main bus square in Malmö giving the citizens access to accurate real time information on departures for several different bus routes simultaneously. Figure 53: Bus arrival/departure LED display During 2007 all 40 real time information signs in Malmö were installed. About 60 older electronic information signs have also been updated to now provide real time information. At the main bus square were in 2008 two larger real time information signs erected showing departure times for the buses. A complete real time system like this gives unique possibilities for travellers to get updated information at bus stops, internet and through mobile phones; gives better service; and makes it easier to plan a journey with different bus lines. Previously no such complete system, with both real time information and traffic messages, existed in Sweden. 104

PART: Intelligent Passenger Information The main measure objectives with implementation of RTPI are: To increase public transport by 0.5 million more journeys, which is about 2%. The increase is expected when all the signs are installed and working, i.e. from 2007 to the start of 2009, when SMILE ends. Increased awareness of good public transport of all the inhabitants and visitors of Malmö. Figure 54: Bus stop shelter with RTPI display 5.9.3. Cornwall County (UK) Good example of combining of RTPI system with Park & Ride system that is currently available along the route of the Park for Truro park and ride service. The route runs from Langarth Park pass the College and Hospital into the Truro city centre to main rail station and county hall. Every day 14,000 people commute from surrounding areas into Truro. Treliske Hospital has 4,000 staff and 400,000 annual patient appointments, Truro College attracts 10,000 students per year, and the city is a major visitor destination in Cornwall. This demand for travel is creating congestion in Truro and is why the Council have developed a park and ride strategy for the City. The first phase of the park and ride scheme opened in August 2008 with 1,200 spaces at Threemilestone on the western side of Truro. It has been a great success with almost one million journeys recorded, 600,000 car journeys removed from the network and it has attracted several national awards for its high quality design and service. 105

PART: Intelligent Passenger Information Figure 55: Park for Truro bus with AVL system The LED displays give passengers a countdown in minutes until the arrival of the next park and ride bus as well as showing the stop name and current date and time information. The Park for Truro buses are equipped with technology that sends messages about their whereabouts, via satellite, to a central computer with use of AVL system. These are then sent to the receiving equipment in the bus shelters and turned into real time messages that are displayed on the LED screen. Park for Truro RTPI is also available on computers via World Wide Web page (www.parkfortruro.org.uk) and on smart phones with possibility of access to the Internet. This Real Time Passenger Information is currently only available at the Park for Truro stops, and only provides information on Park for Truro buses. Cornwall Council is keen to extend the technology in future to other services and hopes to work with local bus operators to enable this on all services into and out of Truro. This site to the east of the City offers the perfect opportunity to provide the second phase to the bus based park and ride system given its ability to intercept traffic travelling from the east into the centre. Buses would link the eastern and western park and ride sites, stopping at key locations and providing a high frequency service every 10 minutes for commuters, shoppers and visitors. 106

PART: Intelligent Passenger Information Figure 56: Web page with live bus arrival/departure time information 107

PART: Comparative analysis 6. COMPARATIVE ANALYSIS The Comparative analysis helps to understand, if the best practices identified above can be transferred in other local context in particular in the partner cities. Comparative analysis is performed for finding between 14 identified cities and cities for pilot implementation. 3 EU projects identified as best practice: Flipper, Proceed and Link are not part of this comparative analysis. City population and density is an important transferability criteria for comparison and benchmarking, Project partner cities are with the exception of Thessaloniki for European criteria middle size cities (75000 300000 inhabitants), where average value of city density is 1955 inhabitants/km2 and province density 166 inhabitants/km2. Graph 1: ATTAC Project Partner cities and provinces population 108

PART: Comparative analysis Graph 2: ATTAC Project Partner cities and provinces population density Selected best practice cities are different sizes, as on the one hand they represent applicability of MM measures in smaller cities and on the other hand the possibilities for transferability and testing of MM measures from big cities to smaller one. Selected are 2 small cities (inhabitants<75000); 6 middle size cities; 5 big cities (300000<inhabitants<800000) and 1 metropolitan area. Graph 3: BP cities and Provinces Population 109

PART: Comparative analysis Graph 4: BP cities and Provinces Population density Average data on population and density for selected BP cities is presented below. Table 4: Average population and density for selected BP cities city density (/km2) province density (/km2) population population small 64056 772 854360 208 middle 183402 1433 601045 217 big 443085 2390 878494 517 metro 1623773 15934 5526536 715 Similarities of comparable elements according to basic statistics, organisational aspects, technology and financial feasibility and sustainability are presented separately for each task force. 110

PART: Comparative analysis 6.1. Flexible Transport Solutions According to the data collected by partners in the Best Practice search and analysis the population of the cities in the best practices sites is similar to the partner cities. It is very important to understand also that the partner cities are very interested to flexible solution as their population density is very low and a standard solution could be very expensive. Graph 5: Project partner cities population The pilot activities are two and they are described in the table below: Table 5: Review and description of pilot activities for TF1 Partner Location Type of pilot ITL Modena Province Area Nord flexible services to guarantee to workers to reach the temporary work place Miskolc Holding PLC suburb area of Miskolc city Fixed FTS bus lines and timetable The pilots impact areas are large enough to justify the implementation of a Flexible Transport System, indeed the interested areas, like the Province of Modena will interest industrial areas which suffered the collapse of industrial buildings after the earthquake in May 2012. The improvement of the Public Transport in this area is very important in particular as the use of the own car is too much (average of 80%, with peaks of 95% during the winter). The economic crisis is producing huge damages to the Public Transport in Europe. Considering the number of passengers in industrial, or rural areas, the Public transport cannot be considered as economic or self-sustainable. In the cities with a low population density where a Public Transport service is available, there are big economic problems and the life of the services should be considered as very short. The Flexible transports solutions allow the 111

PART: Comparative analysis Public Administration to provide a public Service to the population even if it is in low populated areas. The best practices identified in the Task Force 1 are indicated for this type territory and with a limited budget. To start the activities it is possible to activate a tutoring with the Best Practices cities, or to follow the history of the services as indicated in the best practice questionnaires. The services can be also activated in a short time and thanks to an adequate dissemination campaign it is possible to have a successful initiative in all the cities involved if there is also a resolute political commitment. From the point of view of the literature, the contents of this report are just a focus on particular initiatives carried out in the field of the DRTs. Among them the Flipper project (Interreg IVC Programme) is a valuable help with outputs available on the website. The project can also be considered as a source of activities/best Practices which can be used by ATTAC in areas with a low or a high density. 6.1.1. Organisational aspect Best practice examples revealed the importance of good cooperation and involvement between local authorities, bus (PT) operators, and users. In planning procedures several indicators and steps for FTS should be defined and followed. Organization of FTS should be adjusted to the rural or urban area according to mobility demand. Alternative solutions for FTS are: - Demand responsive transport (Florence elaborated Origin / Destination Survey for region Cambi with 40 000 inhabitants, Purbach (Austria) with 2700 inhabitants implemented door to door service with direct connection to the driver). - integration with taxi service - Achterhoek (NL) - car sharing concepts, as in Bremen (D), where also the change of national legislation was needed. It was also the outcome statement of Flipper project, that without a defined legislation framework the FTS cannot be developed. - Special route service (Brno (400 000 inhabitants) adjusted the FTS service for the needs of disabled) - Shuttles (hotel transfers from airports) According to mobility demand and area of implementation next step is to identify uneconomical routes and the size and number of buses needed. While selecting the number of buses indicators like capacity, number of km or hours of service should be considered. While vehicle capacity is similar in BP cities (9-13 seats), operating hours of FTS are different - on average service is in operation from 7:00 till 18:45 (Genoa: 6:00 20:00, Modena: 8:00 17:45). Also booking and reservation procedures differs in BP cities, but in general it contained a call centre and/or on line booking (Modena and Genoa have their FTS booking system so sophisticated, that it is possible to book 30 minutes before departure, while route planning conducts automatically). 112

PART: Comparative analysis Additional helpful measures to gain potential users are mobility centre (Brno) or bus stops equipped with special signs (recognizable logo with telephone number) for FTS (Modena). For successful operation of FTS also qualified personal for design, management and development is needed, while on the field dispatchers represent direct link between user needs and drivers (in Genoa 5 people cover design and management issues, while 4 people are dispatchers). Figure 57: Facility Access Management System of DRT operational framework (Flipper) 6.1.2. Financial and technological feasibility Main reasons for displacing standard public transport service with flexible transport solutions or demand responsive transport are high costs and low income. Cost savings up to 60 % are reported over longer time, although higher initial costs are to be considered (Design, marketing, new vehicles, management, technology). Latest technological solutions are applied on vehicles, networks and in use for booking systems and route and time data concepts. Since 2009 new technologies are applied for dynamical on demand booking over Voice recognition or online. The booking is to be taken up to 30 minutes before departure. Over OBU and GSM/GPS systems the information is provided to the driver. As FTS are operating on demand, selection process for choosing the right vehicles, should consider user needs (e.g. Brno user needs requirements for minibuses were: low floor and at least 6 places for disabled). In BP s cities additional indicators like: highest emission standards, low fuel consumption, capacity and length of the vehicles; are set in tenders for new FTS vehicle fleet. Calls for tenders on electronics and communications can be separated (e.g. in Brno), considering system architecture for coverage area (rural or urban) and user needs: affordability (e.g. Costs for one drive range from 0,5 to 1,2 ), convenient ability (easy to use), reliability and accessibility. The complexity of the FTS system raises with coverage area, where coverage is higher in rural areas (Graph...). Depending on city size, local authorities can decide on whole city/region coverage or just for feeding the trunk lines. 113

PART: Comparative analysis Graph 6: Relationship between city size and FTS coverage and complexity Coverage Complexity City size Costs for implementing and operating FTS are in BP's cities covered through municipality (50 %) and regional /national agency (50 %). Operators and mobility agencies sign their contracts based on service hours, rather than on driven km (Florence), where average costs for operating km are 0,55 (Modena and Brno) and FTS service hour costs are 26 (Modena). For integration with other modes and systems (traffic light priority, ticketing) intermodal planning concepts are used. 6.1.3. Transferability and sustainability aspect According to BP experience, FTS are successful, if they are supported by high level decision makers and politics. To select FTS as appropriate measure, decision makers have to be convinced about reasonability of FTS to follow city's vision and goals. Integration of FTS with Public transport service offers more competitive service and it contributes to sustainable mobility strategy. With FTS benefits like social inclusion, green mobility or lower operational costs, the quality of living and awareness is rising. FTS/DRT concepts are to be considered as individual concepts (measures) as well as part of urban, spatial, transport and mobility strategies. For medium time planning design, management and marketing issues goals, should be set and followed. Short time planning consists of dispatching and routing issues. As FTS solutions are still in initial phase, successful methods to gain experience are: transferability of other pilots and elaboration of own pilots. Transferability of FTS was tested in Civitas project in Krakow, where the FTS concept for Genoa Drinbus was transferred. 114

PART: Comparative analysis 6.2. E-ticketing The comparative analysis of the BP detected from the TF2 is based on data collected from the questionnaires compiled by partners. A first comparison concerning the dimension of the selected areas for the measurements shows how interventions on the 3 Italian BP have been carried on all over a wide area. The BIP Cuneo measurement is relating to the complete provincial area and it is expected to be extended to the whole region. Table 6: Review and description of pilot activites for TF2 Partner Location Type of pilot Marche region Provincia Ancona Feasibility study and a demo smart card OLTRA Oradea Test e-ticketing THEPTA Thessaloniki Transferability of AVL-AVM and Smartcard applications The influence of the population must be taken into account since making a comparison between the number of inhabitants to whom the measurement is addressed, it is clear that the Cuneo Province has a number of inhabitants much lower (see the absolute value graph and the density graph). Graph 7: Population density of TF2 BP case cities The population density of the Province of Cuneo is comparable to that of the Province of Ancona (250 inhabitants/km²). As a matter of fact, the pilot is expected to carry on an implementation in the Province of Ancona (carry on a feasibility study and a demo smart card). The BP BIP Cuneo will be taken as a point of reference for the replicability study. 115

PART: Comparative analysis From the result analysis of the questionnaires comes out that the modal split in the Italian areas is very similar, with a prevailing way of travelling by car between 76% and 79% and a secondary way of travelling by public transport between 5% and 11%. On the other hand, as for Thessaloniki, the use of LPT is higher (27%) than the use of private cars (44%). These figures have been calculated with all LPT conditions being equal and include both urban and suburban LPT. The implemented measurements for each site are comparable and are entirely relating to the use of a smart card for the integrated e ticketing. In some cases (Cuneo, Thessaloniki) it is clear that would be useful to extend the card to other services too. Graph 8: Size of TF2 BP case cities Graph 9: Population involved according to BP case city 6.2.1. Organisational aspect While designing e-ticketing and smart card concepts, user needs are to be considered. Costumers gain for multi functional, multi-operator and rechargeable smart cards valuable also in broader geographical area and in other cities. From organizational point of view integration procedures of mobility (PT) agencies and dealers are important to define data 116

PART: Comparative analysis sharing and clearing rules between sold tickets of different providers of services and public income (e.g. in Vicenza). Besides PT services also culture, tourism or sport tickets can be integrated in smart card concepts (La Rochelle, Cuneo, Vicenza) to present single city card. Before presenting smart card to the public, smart card can be tested from employees, tourist or scholars (La Rochelle), while drivers attend additional training (Cuneo). Marketing and promotional activities are user oriented and provide benefits for smart card use. Cards are rechargeable online for 24 hours (La Rochelle). 6.2.2. Financial and technological feasibility While implementing smart card and e-ticketing solutions, the selection criteria for tenders considers lover price, high quality and required performance of vending machines, hardware and software. The technology to be adopted for the system was in Verona selected according to the following terms: - Analysis of company s specific objectives, in terms of traceability and monitoring of passengers flow, flexibility of the system, possibility of managing innovative marketing policies, reduction of fraud, user-friendliness, other - Analysis of technologies available on the market - Company s own funds - Limitations set by reference standards at regional/territorial level - Necessity of technological interoperability with similar projects in the same fare territory As vending machines represent important interface between users, operators and agencies, their locations on buses, bus stops and in the city are important. Additionally their ergonomics is designed for simple ticket purchase (Vicenza). Operators and PT Authorities automatically use passenger locations for managing, planning, monitoring and control (Cuneo). Where pay as you drive concepts are implemented, reduces of fraud are reported (Timisoara, Verona). Check in and checkout concept is used in Vicenza. 6.2.3. Transferability and sustainability aspect For effective and operational quality of e-ticketing, long term commitment for data sharing and clearing is necessary. Data sharing over an open platform is a useful support tool for key actors (with suppliers). Additionally supervision of regional authority and elaborated guidelines for operators, PT authorities and dealers are important factors for successful implementations (Cuneo). As ticketing systems between modes, urban and suburban PT are different, technical interoperability standards provide additional requirements for faster integration. 117

PART: Comparative analysis 6.3. Improving passenger information The collected data that presented in the comparative analysis is a result of gathered data from online publications, datasheets covering implementation of real time passenger information systems and from questionnaires that were prepared for each thematic area for project ATTAC. This analysis covers the third thematic field that addresses improving passenger information with information of six most suitable and identified best practice cities and case studies. In this Task Force the best practice cities are the city of Barcelona, Trondheim, Ljubljana, Brno and the city of Almelo with Twente region. Table 7: Review and description of pilot activities for TF3 Partner Location Type of pilot University of Maribor Municipality of Košice Maribor Košice Feasibility study and a demo RTPI Test RTPI 6.3.1. General information Real Time Passenger Information (RTPI) system provides information to passengers about the bus or any other mean of public transport they want to catch. For achieving the expected level of service the system must be reliable and user friendly in order to satisfy passengers and to win their trust. The system should also be available to passengers every time they board a public transport vehicle or accessible for pre-trip planning. For building up the passengers confidence into the system and in public transportation in general the users demand of reliability and increased control should be taken into consideration. When implementing such a system the public transport operators expect in the first place the increase of efficiency and of course to maximize the profit. Offering customers visible up-to-the-minute information, especially during congestion and peak times can help public transport users for better use of time and decrease waiting time on stops. By extending the passenger information system with an ability to provide real time information also over the online platform and mobile network provide a better pre-trip planning and a easy way for users to minimize their travelling time and reach their destination fast, safe and comfortable. The use and implementation of real-time passenger information can improve the quality and service level and therefore it can greatly improve the conditions of the trips in the way: of minimizing the waiting time of PT users of better and more efficient trip planning of removing or minimizing any uncertainty when using PT to facilitate the change of different PT modes on trip of integrating the RTPI system with other PT systems (DRT, FTS, BRT, P&R, etc.) 118

PART: Comparative analysis When introducing a new passenger information system or when upgrading an already functioning passenger information system with a new additional functionality it is necessary to introduce improvements in the process of public transport service to all involved parties by determining: the procedures of agreements in assuring improved PT service monitoring and evaluating of key performance indicators successful marketing and management issues the latest suitable technological solutions for PT service already implemented measures in other PT modes or cities a strong support with authorities and institutions on local and national level Making the use of public transport nowadays more attractive and more reliable the passenger information service no longer refers only to dynamic passenger information but covers a much wider passenger information scheme. The basic structure of passenger information system consists of two groups of information. The static passenger information system and the dynamic passenger information system (DPI). Predefined public transport timetables, PT route maps and old paper tickets are being now replaced with modern information technology systems. STATIC INFORMATION DYNAMIC INFORMATION What? Where? Additional Information What? How? Timetables Information Office AREA MODE Time of Arrival/Departure Internet Routes Terminal Local One mode Timetables SMS Tickets Station display panels Regional National / International Multimodal Routes Tickets WAP/GPRS Figure 58: Diagram of passenger information Building a quality passenger information service and the use of a dynamic passenger information system based on arrival and departure times as of their delays the result is not only reducing the waiting time of passengers at stations and stops but also increasing the travelling speed of public transport. The goal of improving passenger information system is not only to keep the existing PT users but to attract new users and so consequently reduce the number of private trips and vehicles in urban areas and city centres. By encouraging commuters and passengers to move from using private cars to public transport means we do not only reduce the number of vehicles in centres and consequently also reduce the number of congestions and shorten the time of travelling but also decrease the environmental impact by reducing the quantity of harmful exhaust gases from road transportation. 119

PART: Comparative analysis The collected data is a result of gathered information from online publications, datasheets covering implementation of RTPI systems and from questionnaires that were prepared for each thematic area for the project. This analysis covers the third thematic field that addresses improving passenger information with information of six most suitable and identified best practice cities and case studies. In this Task Force (TF) these best practice cities are the city of Barcelona, Trondheim, Ljubljana, Brno, Thessaloniki and the city of Almelo with Twente region. Graph 10: TF3 BP case city population and density The city of Barcelona with the highest number of the population is the biggest best practice case city. From this six case cities the city of Barcelona with around 4.2 Million inhabitants in urban area or just over 1.6 Million inhabitants within city limits it also has the highest number of inhabitants in the region or population density per 1 km 2. Where by the city of Almelo represents the smallest city of the best practice case studies with its population of around 72,000 inhabitants. 120

PART: Comparative analysis Graph 11: Relationship between population and motorization With growing number of inhabitants and a size of a city limits results in the increased number of registered motorized vehicles. Due to the infrastructural barriers with the limited available space in the major cities and consequently a very wide and versatile range of public transport mode (bus, metro, tram, trolley, BRT, etc.) the number of private cars does not increase proportionately with the size of the city or with the number of the inhabitants. A great example is the city of the Barcelona where within the city limits with a population of over 1.5 Million inhabitants and little over 590.000 of motorized private cars a number of registered motorized vehicles per 1000 inhabitants is the second smallest of the six BP case cities. Thereby a number of cars per 1000 inhabitants in the city of Barcelona is lower than the number of cars per 1000 inhabitants for the smallest of all treated cities with the lowest population or the city of Almelo. When taking into consideration the diversity of PT in the urban city the city of Barcelona has the largest PT fleet and it is the only BP city with a metro. The city of Barcelona with urban area of around 800 km 2 or 102 km 2 of municipal area and with public transport network that includes a metro, bus network and tram lines, as well as several funiculars and cable cars has the highest number of public transport routes. From all best practice case cities the city of Brno is the only city with trolleybus routes that are functioning and operating. 121

PART: Comparative analysis Table 8: Length of public transport network according to PT mode Almelo Barcelona Brno Ljubljana Trondheim Košice Maribor bus 76 932 331 292-743 155 tram 0 39 70 0 9 177 0 metro 0 125 0 0 0 0 0 trolleybus 0 0 54 0 0 25 0 cycling - - 38 76 100 - - With the total length of around 1100 kilometres of PT network inside the city limits the city PT of Barcelona covers a massive urban public transport network whereas the public transport system under the responsibility of the Metropolitan Transport Authority is comprised of 109 bus lines, 7 tram lines and 11 Metro lines. This system is organised as direct management services, managed by the Metropolitan Transports of Barcelona (public companies for the Metro and buses), and indirect management services, managed by private companies that have a contractual relationship with the Metropolitan Transport Authority. As a whole, between 2007 and 2010 these services transported a total of more than 2.5 billion passengers (2,568,019,652). Graph 12: Relationship between PT network length and city population and size The total length of PT network of the city of Barcelona well exceeds the total length of PT network of all the other case cities due to a highly populated city area and metropolitan character of the city. The number of residents per 1 kilometre of PT network for the city of Trondheim may be the highest but the number of residents does not include the total length of bus network because the exact length could not be acquired from available online publications and papers. Therefore the city of Barcelona should be considered as the city with the highest number of almost 1500 inhabitants per one kilometre of PT network length. The number of public transport vehicle units is a number of public transport vehicles per transport mode. The city of Barcelona with the longest and the largest bus public transport network and with over 1000 buses that operate in this network has the biggest rate of number of units per public transport mode. 122

PART: Comparative analysis Table 9: Number of public transport fleet units according to PT mode Almelo Barcelona Brno Ljubljana Trondheim Košice Maribor bus 37 1080 311 217 225 204 38 tram 0 41 322 0 5 117 0 metro 0-0 0 0 0 0 trolleybus 0 0 150 0 0 27 0 The city of Brno can be identified as the most versatile provider of public transport service because of relatively high and most constant proportion of PT units per public transport fleet. The PT system in the city of Brno is very well developed. The tram plays an very important role in this system. With its 13 tramlines the capacity of transporting of around 190,000,000 passengers per year is the most preferred method of PT service. Another important element is the system of trolleybuses. The length of the network served by 13 lines is 54 km, 150 PT fleet vehicles transport total of 45.000.000 passengers per year. These low pollutant systems of PT - tram and trolley bus - are the backbone of the PT system in the city centre. The additional system of the conventional buses serves the fringe areas of the city. Within the city of Brno the PT users can also make their journeys with local public buses that operate on 51 bus lines and transport nearly 104 million passengers per year. Graph 13: Relationship between population and PT mode The average number of all PT fleet units for BP case cities together with the city of Košice and Maribor is 1,36 PT fleet units that operate on one square kilometre of city area. The city of Barcelona with the average of over 11 PT vehicles that cover and operate on one square kilometre of city area stands out from the average and is almost ten times higher than the rest of the considered cities. As the result of only one PT mode that the users can use to make their trips the city of Almelo has the highest number of inhabitants per one operating PT vehicle. With almost 1950 residents per one PT fleet unit the city of Almelo as the smallest of all included BP case cities exceeds the number of residents per one PT fleet unit of the largest city that is the city of Barcelona. This can be explained by the fact that within the city of Almelo bus is the only PT service that operates and the users of PT can use. For the comparison the city of Maribor as the city where the public bus is the only public 123

PART: Comparative analysis transportation mean that passengers can use can be treated along with the city of Almelo as the city with largest number of residents per one PT fleet unit or bus in this case. Passenger transport service which is available for use by the general public in the city include bus, tram, trolley and metro lines that run on fixed and defined lines on cities road network or they can run parallel to the existing road network and are often physically separated and use their own infrastructure. In the city of Barcelona the tram route network is mostly constructed alongside the major streets and is a linkage of surrounding suburban areas with the city centre. In addition to 109 bus lines in urban area the 11 current working metro lines combine the whole PT network that is constantly being expanded. Table 10: Number of public transport routes according to PT mode Almelo Barcelona Brno Ljubljana Trondheim Košice Maribor bus 15 109 51 23 43 50 19 tram 0 7 13 0 1 15 0 metro 0 11 0 0 0 0 0 trolleybus 0 0 13 0 0 3 0 Graph 14: Relationship between population density and public bus transport Ljubljana, the capital of Slovenia, national and regional centre, and is also considered to be among the smallest European capital cities with almost 12,000 residents per one public bus line can stand alongside of the city of Barcelona with little under 14,900 residents per one bus line. This can be based on the fact that in the city of Ljubljana bus is the only public transportation that is operating in the urban area that has a total population of 272,000 citizens. With a bus network length of 292 kilometres and currently 23 operating urban bus lines all buses together drove a total of 11 million kilometres and transported over 41 million passengers. The network of PT bus lines covers approximately 93.3 percent of the urban area, which means that 93.3 percent of the households in the city of Ljubljana is less than five hundred metres away from the first bus stop, which is the European standard. City with the largest number of residents per one bus line can again be entitled to the city of Barcelona where 109 bus lines transport 2,570 million passengers per year. 124

PART: Comparative analysis Barcelona as the capital of Catalonia and around 2600 bus stops (with additional 64 tram and 166 metro stops) has three times more dens bus stop network per one square kilometre of cities area then the second dense city of Maribor. The number of total bus stops could unfortunately not be collected for all of the BP case cities and are presented only for city of Almelo, Barcelona, Ljubljana and Maribor. Improving PT passenger information Increasing the use of public transportation takes a combination of right measures and to create a right conditions to promote safe, on-time and high quality level of service with a successful partnership of local authorities and stakeholders. Improving the public transport service by ensuring that efficiency and reliability is delivered only if all perspectives are taking into account: Public authority perspective Public transport operator perspective Passenger perspective Reliability, choices and increased control on decision making are key factors from passengers point of view to shift from private car trips to use of public transportation. With increasing number of PT users the operators are aiming to increase the efficiency and never the less also to maximize their profits. All these in favour of increasing ridership in urban public transportation, reduction of traffic congestions in city centres and decreasing environmental impact, from authorities perspective. To successfully ensure smooth running of the public transport system the main goal of public transport in general is reducing travel times, growing number of regular users by making it more attractive choice and to gain new users, all together in the frame of reliability, comfort and safety. Achievable if objectives are: Increase awareness of good PT service for residents and visitors Community participation and collect customers feedback Take into consideration user needs Improve accessibility and make PT less costly Comprise economic, social and environmental impacts on decisions Ensure effective integration with other PT systems Monitoring the performance Significant investment into interchange and on-street information, customer literature and digital media has helped the passengers and the visitors to the region to find and use the public transport services they need. Providing clear, comprehensive, relevant information when it is needed is vital because it helps customers to: Consider using public transport as a genuine alternative to the car Effectively plan the most appropriate and cost-effective route Have confidence in the public transport system, at every stage of their journey Plan their whole journey, from door to destination 125

PART: Comparative analysis Accessible everywhere and available for use and pre-trip planning at every given moment Real time passenger information service RTPI displays provide passengers with information on the estimated time of arrival of their vehicle via a passenger information display (PID). The availability of the real-time information about the current traffic conditions on the network provides real-time information for trip planning. By analyzing the existing specifications of trip information services, it may be concluded that they are oriented to satisfy the requirements of passengers and drivers in road traffic, but there are also connections to other branches (modes) of transport. The user decisions of making the trip with a use of PT mainly depends on availability of the information and preferred way of transportation to the desired destination. The phases of making a decision before, after and during a trip are presented in the table below: Table 11: Relationship between the choice and method of PT information service Behavioural response Pre-trip Onboard At-stop trip planning choice of PT mode time of travelling destination of travelling transportation mode selection of route The trip information specification can be considered and divided as: 1. Pre-trip Information aperture/departure time, stops, timetable, ticket price, intermodality, online service 2. On-trip Driver and Passenger Information ticketing validation, onboard security system 3. On-trip Public Transport Information routes visual and audio information 4. Personal Information Services ticket verification and personalization, information centre, terminals 5. Route Guidance and Navigation current position and destination 6.3.2. Organisational aspect Procedures for stakeholders agreement /engagement A good example of a procedure for successful implementation of a new real-time passenger information system into an existing operational public transportation service is in the case of the city of Ljubljana. The key elements for implanting such a system was undertaken in the expert commission was establish to carry out public procurement procedure from the technical perspective as well as oversee the correctness of procedure and compliance with legislation 126

PART: Comparative analysis members of commission had regular meetings to review and amend technical specifications, ensure that all aspects are covered and included specifications are enough detailed finally type of electronic displays was determined, in particular per deputy mayor opinion (single face 6-line and single face 2-line displays were confirmed) in order to estimate procurement costs, several proposals/quotations were obtained from domestic and foreign companies interested in this tender from the legal perspective the contract (framework agreement) was prepared as part of tender documentation the protocol specification document was prepared communication with control centre for public transit management When starting with project it was recognised that the consolidated operation of the Autoritat del Transport Metropolità (ATM) automatic vehicle monitoring (AVM) system requires further development work before information diffusion to passengers is considered (using not only bus stop LED panels). That's why work on developing web-based application began so that all PT operators in the region could manage their fleet via the web and with simplified user friendly interface rather than spending on additional equipment and staff. Surveys with small operators and surveys on tram were carried out for implementation on new AVM system and upgrading communication systems with more economical solution using GPRS-based telecommunication technology. In the city of Brno, before the installation of the Integrated Mobility Centre (IMC), the architectonical study was prepared. In this study IMC design best suitable for the historical centres of the cities was prepared. Part of this study was also the design of the electronic information panels. The technology of the providing real time information was adjusted for the needs of this project and user needs. The discussion with the citizens about the scope of the operation of IMC was organized together with an online questionnaire available on the web site open for all visitors. Extensive Mobile travel information services (MTIS) innovation has taken place in Trondheim in recent years, driven by innovative local technology companies. The real time bus information system is a next bus/time-to-arrival system which is being implemented at 35 stops and on 180 buses. Selection of bus stops to receive the system is based on patronage. AtB (the contract company for public transport in Trondheim and the Sør-Trøndelag County) provide the data and server together with software. Mobile phones are therefore considered a vital alternative information technology for providing travel information to the end user. The real time bus information is initially being made available by SMS to provide information about any bus anywhere on the network and this service will be superseded by Smartphones. 127

PART: Comparative analysis Graph 15: Percentage of bus stops equipped with RTPI when newly implemented A good indicator of improving the level of public transport service is also a number of public transport stations equipped with RTPI system versus the total number of all public transport stations covering all transport modes. For best practice case cities this means that the highest share of new installed RTPI system on PT stops was in the city of Almelo, where from total of 204 bus stops, 61 stops where equipped with RTPI panels when first implemented (or 29,90% of all bus stops). Second is the city of Trondheim with 35 equipped bus stops from total of 180, the third is the city of Ljubljana with 25 equipped bus stops from total of 426 and the last is the city of Barcelona where 80 bus stops out of 2610 stops where equipped with RTPI system when first implemented. Graph 16: Desired RTPI implementation from PT users point of view 90,00% 80,00% 70,00% 60,00% 50,00% 40,00% 30,00% 20,00% 10,00% 0,00% more bus stops RTPI Mobile Internet on board on terminals Other RTPI From users point of view the use of real-time passenger information should be spread over entire public transport infrastructure and network and all major stops should have implemented dynamic passenger information system. The best way for providing arrival and departure time information along with vehicles route name is on the station over displays or over terminals. In addition this same information can be also accessed over mobile and communication networks with use of smart phones, personal computers and other mobile communication devices. Raising the image of PT best succeeded in the city of Almelo. Where the new urban structure plan was made to reduce the number of rising traffic jams and congestions in city centre. The new train and bus station Almelo-Centraal was put into centre of the city and centre of transport axis. Main bus lines became now fast and frequent bus routes with less waiting time. New service bus lines were presented with smaller buses for narrow streets and on-demand 128

PART: Comparative analysis service was planned for all those areas which could not be directly connected to these fast bus routes. Procedure so included: along the main public transport axis a few bus lanes were designed along the bus routes the new traffic light controllers with priority system were installed for preventing congestions (VETAG / VECOM system) central traffic light control system was established for efficient traffic flow and to enable coordination of traffic management all new-build bus stops (since 1995) are 17 centimetres high and with combination of new buses that can lower their chassis the vertical gap between platform and bus is much smaller new curb stone was used when building new platforms along the bus lane or road for eliminating horizontal gap between bus and platform ( in bus platforms where gaps are still present the buses are equipped with special electrical folding steps all bus stops were equipped with shelters a light pole with clock and seats Graph 17: Integration of PT support measures in planning documentation RTPI part of 3,5 3 2,5 2 1,5 1 0,5 0 RTPI part of SUTP Environmental package PT plan Economy of scale Transferability measure (CIVITAS) The introduction of the real-time passenger information system as part of the long term strategic public transport document had its biggest share when introducing the transferability measures in the Civitas project frame (Ljubljana, Brno and Barcelona). When covering strategic documents about environmental package (Trondheim), public transport plan (Barcelona) and economy of scale (Almelo) the introduction of RTPI system had about equal share in preparing each of those documents. In the city of Košice and the city of Maribor the integration of RTPI is going to be part of SUTP. 6.3.3. Financial and technological feasibility In the city of Barcelona the metropolitan transport authority, ATM, worked with more than 30 private bus companies (operating in the municipalities of the Barcelona region) to develop and install a multi-operator automatic vehicle monitoring (AVM) system. Making public 129

PART: Comparative analysis transport more attractive, reducing reliance on private travel modes, and maximising tram-bus intermodality. The objective was to improve the quality of passenger information by demonstrating real-time messaging based on a multi-operator system; AVM (Automatic Vehicle Monitoring System) and standard information panel. The installation of a 3rd generation AVM system covering more than 20 operators (with small, medium and large bus fleets) within the metropolitan area provides the information that has been used to provide better messages about bus arrivals and service variations at four bus stops in the tramway corridor. Information panels were installed on the buses as well as at the interchange points. To achieve the primary objective of demonstrating a full integration of real-time arrival times of all services, this de facto standard had to be linked with the information of the main operator TMB. The system architecture finally adopted to achieve this involved ATM accessing information of TMB bus arrivals using a mobile GPRSbased SMS web service. This agreement included the design of the bus stop panels and the protocol for rotation of messages. Satellite Based Information Management Operating System was developed as one of the measures to improve the quality and attractiveness of public transport by improving the flow of public transport. Based on principle of old traffic light control system the new priority traffic light system for buses was developed. So the new control system was established, enabling coordination of traffic management in the city and providing remote access to the new controllers to ease maintenance and operation. To avoid congestion the new traffic light controllers at the end of the bus lane sections were designed to dose the number of private cars into the following road sections in such a way, that on those following road sections the number of cars would not exceed the capacity. In all other traffic light controllers along the bus routes in the city, priority systems were installed. With implementing new public transport service with real time passenger information service the roles of central, regional and local governments in Netherland, transportation companies and other parties involved have been changed. These changes applied to planning, financing and contracting public transport services as well as public transport infrastructure. As a consequence, the parties involved did not only change their roles, but also their organizations. In addition, new parties came into the field. One of the ways on how to realize the implementation and the financing the new intelligent passenger information system and to make it more endurable is best presented in the case of the city of Trondheim. Where the re-introduction of road tolling in 2010 meant that revenues were hypothecated to finance improvements to Public Transport. Trondheim s Mobile travel information services measures are funded by 35 million NOK (approx. 4.5 million EUR) hypothecated from the road tolling component of the environmental package. 130

PART: Comparative analysis 6.3.4. Transferability and sustainability aspect Long-term sustainability of Mobile travel information services in the city of Trondheim will ultimately be measured by a number of indicators in the interest of politically involved parties and local authorities. Key to this long-term sustainability of MTIS will be achieving the specific local transport policy objectives. Targets in long term results as reduction in CO2 and increase in PT speed in central area together with reduction in car travelling and accidents with drop in noise level. Another example is the case of the city of Ljubljana. Measures were aimed at securing cleaner and more efficient urban mobility by integrating the public transport system, restricting car access, introducing new concepts for goods distribution and increasing the number of clean PT vehicles. There is also participation of civil society in shaping sustainable mobility in Ljubljana focusing on increasing the use of bicycles and promoting use of ''clean'' vehicles in PT running on alternative fuels. Real time information system is a part of integrated approach to build up sustainable transport in city of Ljubljana transport fleet. In Ljubljana the transferability approach adopted to define relevant information collected among measures in order to replicate such measures in any new target cities was analyzed. The new methodology of the transferability analysis was specified. The objective was to identify those measures, which could be implemented successfully in other cities within Europe in order to encourage the transfer of good practice. Therefore, the main aim was to assess whether the success of a measure in a city depends on any particular conditions, and whether the success achieved and the lessons learned in one city can be transferred to other cities. The transferability study has been performed for measures that are considered successful by the cities where they have been implemented, with clear evidence of positive change, and which can be transferred in quite a similar context, regarding the relative weight of the different initial context elements. Measures for which no positive benefit could be highlighted, but through the introduction of which any lessons could be learned, were mainly considered to be relevant for a process evaluation. Mobile travel information services in the city of Trondheim provide a more reliable, convenient service to end users, contribute to improved operational practice, and permit more efficient network management information on public transport on vehicles, at stops/stations and to mobile devices. By improving the service provided public transport can become more attractive to end users. Such ITS-based solutions can be combined e.g. with improved PT priority. Low cost, non-technical solutions can be part of the overall package e.g. travel training for certain groups of society (young, old, disabled, bus drivers, etc.), workplace travel planning, school travel planning, promotion and marketing, etc. 131

PART: Comparative analysis Findings for improving intelligent passenger information were: improving information was seen as a way of increasing levels of reassurance, reliability and the convenience of public transport; real-time schedule information, including that on interchanges, was considered the most important type of information, particularly for bus use; for local travel, the most useful location for information was considered to be on buses and at bus stops; pre-trip information sources in the home, particularly those using new technology, were regarded as an added luxury and not a necessity: and some respondents questioned the ease of use of interactive technology, but suggested that careful instructions and experience would overcome this problem. 132

PART: Benchmark Study Visits 7. BENCHMARK STUDY VISITS In realizing the main objectives of ATTAC project three Benchmark visits were organized for attracting urban public transport and to get familiar with implemented measures already realized in visited cities for each Task Force individually. Each Task Force conducted a benchmark visit covering a good example of implementing public transport service system covering the topic from ATTAC project guideline. The first TF organized a benchmark study visit with a technical focus on flexible transport solutions with the aim of supporting the analysis of best practices and the direct and on site learning about best practices which can feed the creation of a South East Europe Urban Mobility Toolbox for the introduction of public and collective transport solutions. The TF1 leader Modena partner organized so a visit to the city of Bologna, Florence and the city of Modena. Same objective of gathering best practice information on site as feed for Mobility Toolbox from the benchmark visit of second TF was organized for covering topic on promotion of innovative and integrated electronic ticketing and smart card system. Therefore TF2 leader Marche organized a visit to the city of Vicenze, Verona and Salluzo. For last topic of improving passenger information covering providing information of time tables and providing real-time information of arrival and departure time for public transport modes and estimated time of arrival on bus stations and shelters the last TF3 leader Maribor organized a benchmark visit to the region of Twente in Netherland visiting city of Enschede and Almelo. 7.1. TF1 Benchmark study visit 7.1.1. City of Bologna During the visit in Bologna, at Emilia-Romagna Region premises, the focus was on the experience on the FLIPPER project and on the development of local and regional policies for flexible transport solutions. An overview of the FLIPPER results and of the best practices identified and analyzed by the project was presented. A specific part of the presentation was also devoted to the identification of the barriers to flexible transport services diffusion. 7.1.2. City of Florence The second session of the benchmark visit was carried out in the city of Florence. The session focused on the Florence and Livorno experiences with the direct participation of ATAF and ATL (the respective transport companies of the two cities). The presentation of ATAF focused on FTS in Florence and in particular in the city areas of Campi Bisenzio (Personalbus) and Porta Romana (Prontbus). The different models of services were presented with a focus on the models adopted in Florence. ATL (Livorno Transport 133

PART: Benchmark Study Visits Company) also presented the experiences of Livorno in Demand Responsive Services and was then latter closed with a visit to ATAF call center and to the buses depot. Figure 59: Visit to ATAF, public transport operator in the city of Florence 7.1.3. City of Modena In the last session of TF1 benchmark visit the Modena Mobility and PT Agency amo gave a snapshot of the legal and institutional framework of public transport in Italy and in Emilia- Romagna in general and some key figures of public transport in Modena. Latter presentation focused on the best practice of Prontobus, with figures concerning operations and economic aspects. The second presentation focused on Intelligent Transport Systems and on the management of Local Public Transport, by bringing the experience of the Transport Agency, compared to the one gained the previous day from a Transport Company. The focus was on the electronic ticketing system STIMER, Automatic Vehicle Monitoring, as well as other cartography and simulation tools of ITS. Figure 60: Electronic ticketing system STIMER-Mi Muovo in the city of Modena 134

PART: Benchmark Study Visits 7.1.4. Evaluation of the site visits The format of the site visit was developed both with direct visit to the involved sites (Florence) and specific presentations on the topic of Flexible Transport Services. The main advantages were: The possibility to see live examples of FTS and of related tools thus contributing to the ATTAC partners skills for pilots implementation. The fact that in a single site visit partners could learn about the experience of 3 different cities as well as capitalize on the best practices collected and analyzed in the FLIPPER project. Finally the format allowed deep discussion among participants to learn not only the results of the FTS implemented but also the different steps and critical success factors from different points of view and in particular of Transport Agencies and Transport Operators. 7.2. TF2 Benchmark study visit The sites visited represent some of the most innovative ticketing solutions in Italy. The 3 systems have some commonalities in the technology and software used, but they were chosen as the most relevant for a benchmark visit, since they represent 3 different scenarios in which a smart card system is implemented: urban, extra-urban and integrated ticketing at provincial level (with a perspective to grow at regional level). The visits were performed in increasing order, according to the complexity of the system, in order to provide participants with a vision on the various implementation phases of a project (from the urban context only, to the urban + extra-urban, until the integration of 18 operators at provincial level with the need to share data, clearing, use of a single integrated card). From the system BIP Cuneo the last visited the potential extension of the system was illustrated. 7.2.1. City of Vicenze The first visit was held in Ferrovie Tramvie Vicentine SpA (Vicentine Rail and Tramways Plc) which manages almost all the extra-urban lines in the province of Vicenza, together with urban services in Bassano, Valdagno and Recoaro. 135

PART: Benchmark Study Visits Figure 61: Visit to FTV and demonstration of e-ticketing system Veneto Regional Authorities promote operations aimed at co-ordinating transport and creating an integrated mobility and infrastructure system; it also promotes the use of integrated passenger tickets that can be used for multiple transport companies. For FTV, this resulted in the need to introduce an electronic ticketing system that would overcome certain restrictions and costs imposed by paper tickets. There were also restrictions of other kinds: the paper ticketing system did not provide the Management with adequate means of analysing the use of public transport and planning the service. This put a structural brake on improving quality. The system has enabled FTV to eliminate paper tickets completely. All validation and control operations are traced by the system, and sent to the Centre. This means that FTV can analyse figures on actual use and optimise planning of the service. The system guarantees better levels of social control, as all users are required to validate their tickets on entrance. The user benefits from an extension of the sales outlets, which include the Post Office, Banca Popolare di Vicenza and the Internet. In the case of the latter, the user can renew his or her season ticket directly from home, 24/7; the ticket is coded on the on-board smartcard, without having to go to a sales outlet. 7.2.2. City of Verona The second visit was held in Azienda Transporti Verona (ATV) which was establiched in 2007 from the merger of the two historic local transport companies, AMT and APTV, which for over fifty years had managed the urban and extra-urban transport service, respectively. For many years both AMT and APTV of Verona (the urban and extra-urban companies, respectively) had been managing all sales, recording and accounting services for their paper tickets. For both companies, the need was to migrate to a more innovative system that would offer greater flexibility, facilitating travel for its customers and providing the companies with adequate information on movement of the customers themselves. For the newly established ATV, this translated into the need to introduce an electronic ticketing system capable of overcoming the limits and costs connected with the paper version, with the restriction that this 136

PART: Benchmark Study Visits new system had to be integrated with the existing AVM system and with the company information processes such as Movement and Accounting. ATV Verona is an electronic ticketing project success story. A project created within a very short space of time (just 16 months from assignment of tender to the date on which the entire system was put into service at urban level) and with immediate positive results on the company financial situation after activation of new electronic ticketing system the MoVer project in 2008. Figure 62: Visit to ATV, public transport operator in the city of Verona 7.2.3. City of Saluzzo The third and last visit was held in Transporti Interurbani S.p.A. (ATI) with presentation of project Biglietto Integrato Piemonte (BIP) which represent a use of a single electronic ticketing card and integration of 18 public transport operators at provincial level. The main objective of the BIP Project was to re-launch the collective public transport system, improving accessibility through the introduction of an integrated regional ticket, and fare integration. Directly linked to this main objectives, there were also promotion and information actions for users (real-time, actual waiting time and trip time), the increase of personal security of on board operators by means of video-surveillance systems and the quantity and quality certification of the service performed. Figure 63: TF2 benchmark study visit to ATI-Salluzo PT operator 137

PART: Benchmark Study Visits 7.2.4. Evaluation of the site visits The Benchmark visits made by Marche Region helped to collect information about good and successful implementation of electronic ticketing system on three different levels (urban, urban and peripheral, regional with multioperator): - FTV project - Vicenza (year 2010, PT mode: bus based, size: 200.000 inhabitants): Electronic ticketing system for the urban transport operator ATV. Control centre with functionalities: fare rules set up, distribution and sale points management, accounting, statistics, smart card issuing and personalization. - ATI - Saluzzo (Cuneo) (year 2010-2011, PT mode: bus based, size: 592.000 inhabitants in the whole province served by the transport system considered): electronic Ticketing system integrated at provincial level and designed for future expansion at regional level. The system that can be seen is integrated with an AVL system and manages 18 transport operators. Management of 420 urban and extraurban buses, 18 agencies, 315 sale points, 25 depots, 19 millions km/year provided by the service in the Cuneo province. - MOVER project (ATV) Verona (year 2010, PT mode: bus based, size: 260.000 inhabitants): electronic ticketing system for the urban transport operator ATV. Control centre with functionalities: fare rules set up, distribution and sale points management, accounting, statistics, smart card issuing and personalization, system for the management of fines on board. 7.3. TF3 Benchmark study visit The core output of the project ATTAC will be Urban Mobility Toolbox where a collection of good strategies and tools related to the TF themes will be introduced. Some good examples will describe from already implemented projects/tools/strategies (BP collection) and some will added from the pilot results. Tasks of TF3 are to collect BP and to implement pilot projects from the field of»improving (PT) passenger information«. The objectives of TF3 partners in their pilots are implementing public transport real time system on certain points (stops). Because of the above mentioned facts TF3 partners decided to visit Region Twente and to gain some information of the project Sabimos, which has been implemented from the late nineties. System Sabimos and PT at all in Region Twente have been introduced as good example also in other (EU) project(s). 7.3.1. City of Enschede Benchmark visit started in Enschede at the Regio Twente office where short description of the mobility and public transport at all in Twente Region was introduced. Representative of the Keypoint Consultancy Company gave us more detailed view at the project Sabimos from its 138

PART: Benchmark Study Visits beginning in late nineties until today (detailed information of the project are/will in best practice report). Afterwards we visited key spots in Enschede and Almelo, traffic control center in city hall in Almelo and took a trip by regular bus line in Enschede. Figure 64: RTPI system on main bus station in Enschede 7.3.2. City of Almelo Almelo and Region Twente as best practise example served as a good model of complete realtime passenger information system with integration of priority traffic lights system in the city and integration of passenger information system with other public transport modes like rail. The benchmark visit to the city of Almelo started with a visit to the control centre system with a presentation of controlling the priority traffic light system and supervision over real time passenger information system including text control on installed display panels on bus station and shelters. This control system is also a indispensable tool for editing and providing real time tables date for local and regional public transport modes like bus and rail service. When taking a local bus tour from the city of Enschede to Almelo their electronic ticketing system with check in/out and dedicated bus line with priority traffic light system was a instructive and vivid presentation of integrated public transport management service system into real life. Together with installed real time passenger information display panels on the main bus and rail station in the city it forms a complete public transport management tool for effective and safe control over entire public transport network on local and regional level. 139

PART: Benchmark Study Visits Figure 65: Information about train departures on main bus station in the city of Almelo 7.3.3. Evaluation of the site visits We have chosen Almelo and Region Twente as best practise example in the field of real time information for passengers and management where Sabimos RTI system was implemented (RTI system Sabimos was identified as good practise also in project Proceed. Location was chosen on criteria city (region) size, PT modes in the city (region) and working RTI system. Especially integration with other traffic management systems (e.g. traffic light priority), cooperation with region and rail seems something all Europe can learn from. 140

PART: Conclusions and Summary of Findings 8. CONCLUSIONS AND SUMMARY OF FINDINGS According to developmental potential several steps are to be taken for improving PT services and accessibility in South East Europe. In order to meet end user needs and requirements this report reveals best practise solutions for flexible transport solutions, E ticketing and passenger information. To realise PT attractiveness basic supply level of PT and PT support measures have to be introduced. Solutions for improving basic PT supply level are in this report covered with review of EU projects, which represent a link between SUMP and task force related topic and successfully implemented FTS measures in 5 cities. Outcomes of project FLIPPER are also presented. Solutions for PT support measures are presented in other two task forces. 10 BP cities present solutions for E ticketing with smart cards and improving passenger information. Additionally outcomes of projects PROCEED and LINK represent key guidelines for improving PT support measures. To satisfy end user need and requirements the complete process of Journey Planning Booking Ticketing has to be user friendly. Nowadays an additional step is added: the real time personal navigation (or on trip companion) able to provide assistance during the trip. Several researches have been and are conducted in Europe in order to organize standards and technologies enabling seamless travelling with universal system (including information and e- ticketing). In parallel there are big implementation projects aiming to build up an European Wide Platform of Services. The issue is not only a technological one, but also institutional. In the case of traveller information systems as well as for ticketing the main problem concerns data sharing. So if we look at best practices across Europe and think about their applicability, we should also consider the vision and roadmap for integration. A local implementation has to take into consideration the standards and interoperability requirements in order to be ready for future expansion. Three thematic fields of researches on innovative tools and measures, which are already in use or in the introduction process, represent solutions for definition of pilot studies in transnational area and serve as an input for Mobility toolbox preparation. 141

PART: Conclusions and Summary of Findings According to the identified best practice projects and their structuring to horizontal aspects, subthemes for Mobility toolbox and pilot definition can be defined: Organisational aspect - Procedures for stakeholders agreement/engagement in assuring improved public transport service including: o Organisation structure o Training and education o Principles and strategies for High quality PT service o Innovative solutions - User needs and requirements o Mobility schemes for all users o Accessibility of MM measures - Proposals for legislation upgrade o Intermodality directives o Connections between Short and Long distance transport networks - Key performance indicators for monitoring, evaluating and assessment of performance of accessible cities with attractive urban public o KPI for ITS solutions o KPI for accessibility o KPI for PT services - Organisation of marketing and management issues o Image of PT o Awareness campaigns o Marketing programme o Operation and management Financial and technological feasibility - Latest technological solutions for PT services o International intermodal interfaces o National intermodal interfaces o Dynamic route planning o User friendly interfaces for journey planning, booking and ticketing - Financial feasibility o Interoperable fare management o Feasibility studies - Integration with other systems o Region accessibility through air transport connectivity o Package approach o Integration of PT and selected sustainable transport solutions 142

PART: Conclusions and Summary of Findings Transferability and sustainability aspect - Recommendation for strong political support o Cooperation between key stakeholder o Involvement of passenger rights o Solutions for additional funding o Key benefits o European and national policy and standards - Planning on long and short time: o Transport demand planning o Mobility management schemes o Introduction of BHSL concept - Best practise measures, financial mechanisms and mobility guidelines o Sustainable urban mobility plan o Transferability measures 143

PART: Resources and Links 9. RESOURCES AND LINKS Regio Twente, 2010, OV-visie twente 2010-2018 maatwerk, met de reiziger centraal; Retrieved from: http://www.regiotwente.nl/archief/images/stories/leefomgeving/mobiliteit/11157_rapport_ov-visie.pdf Marc Wolfram, Sebastian Bührmann, 2007, PILOT - Sustainable Urban Transport Planning SUTP Manual Guidance for stakeholders 2007, Retrieved from: http://www.pilot-transport.org/fileadmin/wp2/pilot_en_web.pdf CIVITAS SMILE, 2009, Use of real time applications for travellers Malmö, Retrieved from: http://www.civitas.eu/docs/malmo%2012-1.pdf Andreas Roller, David Wright, Eurotransport avg.2008, Establishing the next level of RTPI systems; Eurotransport Issue 4, 2008; Retrieved from: http://www.initag.com/share/news/themen/eurotransport_08_08_rtpi_system_small.pdf Ann Derby, Jan Kijowski, Mass Transit May 2011, Real-time benefits, INIT Innovations in Transportation Inc.; Retrieved from: http://www.initag.com/share/news/pressespiegel/2011/masstransit_2011_05_rtpi.pdf The Journal, Jan 2012, Passenger Information of the next generation, INIT Innovations in Transportation Inc.; Retrieved from: http://www.initag.com/share/news/pressespiegel/2012/the_journal_en_2012_02.pdf Luka Novačko, Ivana Ćavar, Danijela Barić, 2010, A survey of passenger requirements on pre-travel/travel information in the public transport of the City of Zagreb, 12th WCTR, July 11-15, 2010 - Lisbon, Portugal; Retrieved from: http://intranet.imet.gr/portals/0/usefuldocuments/documents/02826.pdf Amer Shalaby, Ali Farhan, Prediction Model of Bus Arrival and Departure Times Using AVL and APC Data, The Journal of Public Transportation, Volume 7, No. 1, 2004; Retrieved from: http://www.nctr.usf.edu/wp-content/uploads/2010/03/jpt-7-1-shalaby.pdf Ran Hee Joeng, December 2004, The prediction of bus arrival time using automatic vehicle location systems data, a dissertation, Texas A&M University; Retrieved from: http://repository.tamu.edu/bitstream/handle/1969.1/1458/etd-tamu-2004c-cven-jeong.pdf?sequence=1 Bratislav Predić, Dejan Rančić, Dragan Stojanović, Aleksandar Milosavljević, 2007, Automatic Vehicle Location in Public Bus Transportation System, Computer Science Department, University of Niš, 11th WSEAS International Conference on COMPUTERS, Agios Nikolaos, Crete Island, Greece, July 26-28, 2007; Retrieved from: http://www.wseas.us/e-library/conferences/2007cscc/papers/561-517.pdf Rob Hulleman, MSc, 2004, Public Transport The comprehensive and cooperative approach of Almelo, the Netherlands, Traffic & Transport paper Tredbo 8, City of Almelo; Retrieved from: http://ses.library.usyd.edu.au/bitstream/2123/6287/1/thredbo8-workshope-hulleman.pdf Witbreuk, Marc, De Jong, Leo, 2001, The Use and Efficiency of Public Transport : The Effects of Price and Service Measures, Institute of Transport and Logistics Studies. Faculty of Economics and Business. The University of Sydney - Thredbo 7; Retrieved from: http://ses.library.usyd.edu.au/bitstream/2123/6321/1/thredbo7-workshope-witbreuk-dejong.pdf 144

PART: Resources and Links K. Pot, Keypoint Consultancy, 2006, SabiMIS Prestaties OV inzichtelijk dankzij DRIS, Bijdrage aan het Colloquium Vervoersplanologisch Speurwerk 2006, Amsterdam; Retrieved from: http://www.cvs-congres.nl/cvspdfdocs/cvs06.55.pdf Eric Köhler, SkVV en Marcel Sloot, KpVV, 2010, Stipt op stap met DRIS, Over dynamische reisinformatie, verkeerslichtbeïnvloeding en Managementinformatie, Uitgave - Kennisplatform Verkeer en Vervoer, KpVV; Retrieved from: http://www.crow.nl/kpvv/kpvv-overige-content/kpvv-overige-content-media/bijlagen-publicaties/stiptop-stap-ebook-def-totaalpdf.pdf Autoritat del Transport Metropolità, ATM, Area de Barcelona Activity Report 2010; Retrieved from: http://www.atm.cat/web/en/autoritat/memoriesanteriors.php MIRACLES Project GRD1 2001 40047, Miracles Deliverable n 4.2 Annex 3 2nd Implementation Report for Barcelona, 2006; Retrieved from: http://www.civitas.eu/docs_internal/92/d_2_2-annex_-_implem_report_2_-_barcelona_v4_0.pdf CIVITAS MOBILIS D 3.4.2 Version N 1, Final transferability Report (Draft); Retrieved from: http://www.civitas-initiative.org/docs/civitas%20mobilis%20final%20transferability%20report.pdf MOL, Služba za razvojne projekta in investicije, Urbanistični inštitut Republike Slovenije, 2009, Information technology, Urban Mobility and improvement of quality of life: State of the art and Needs regarding cycling in Ljubljana using GIS, Final Report - Ljubljana 2009; Retrieved from: http://kolo.uirs.si/linkclick.aspx?fileticket=9bgtlnpoppy%3d&tabid=71 CIVITAS ELAN - Alenka Pavlic, Aleš Voda, Štefan Žagar, 2010, Implementation status report on first 11 bus stops equipped with real time information, WP8 Transport Telematics, ELAN Deliverable No. 1; Retrieved from: http://www.civitasinitiative.org/docs/8_4_d1_implementation_status_report_on_first_11_bus_stops_equipped_with_real_time_p assenger_information.pdf NICHES + working paper, NICHES+ Champion City: Trondheim, Norway, 2010, Guidelines for Implementers of Mobile Travel Information Services for the Public; Retrieved from: http://www.rupprecht-consult.eu/uploads/tx_rupprecht/niches_is_short_trondheim.pdf Ioannis Politis, Panagiotis Papaioannou, Socrates Basbas, Nikolaos Dimitriadis, 2010, Evaluation of a bus passenger information system from the users point of view in the city of Thessaloniki, Greece, Research in Transportation Economics 29 (2010) 249e255; Retrieved from: http://trid.trb.org/view.aspx?id=981278 Yannis Tyrinopoulos, Georgia Aifadopoulou, 2008, A complete methodology for the quality control of passenger services in the public transport business, European Transport \ Trasporti Europei n. 38 (2008): 1-16; Retrieved from: http://trid.trb.org/view.aspx?id=986075 The COMMERCE project, 2011, Mobility Management evaluation tools and methodologies;retrived from: http://www.google.si/url?sa=t&rct=j&q=&esrc=s&source=web&cd=1&cad=rja&ved=0ccmqfjaa&url=http% 3A%2F%2Fwww.londoncouncils.gov.uk%2FLondon%2520Councils%2FMobilityManagementevaluationtoolsa ndmethodologies.pdf&ei=e8ahujqjn4xm4qtu8ogqda&usg=afqjcnhb6ushqzylhrfnsrasdpecavyuu g NICHES + Study Catalogue paper, 2010, NICHES+ Study Tour Catalogue. A Guide tourban Transport Innovation; Retrieved from: 145

PART: Resources and Links http://www.nichestransport.org/fileadmin/nichesplus/disseminationmaterial/niches study_tour_catalogue_webfinal.pdf PROCEED - Deliverable 4, Guidelines for European High Quality Public Transport in small and medium sized cities, 2009; Retrived from: http://www.fgm.at/proceed/docs/proceed_guidelines_en.pdf WISETRIP - Dissemination Package 1st Set, D7.1, 2008, Wide Scale network of E-systems for Multimodal Journey Planning and Delivery of Trip Intelligent Personalised data; Retrieved from: http://srvweb01.softeco.it/wisetrip/_rainbow/documents/wisetrip_d7.1_final.pdf 146

PART: Annex 10. ANNEX 10.1. List of figures Figure 1: Methodology for Joint Best Practice report... 12 Figure 2: Strategy and measures for Joint Best Practice report... 12 Figure 3: Cities and Countries of Best Practices... 20 Figure 4: FTS models of services... 25 Figure 5: Potential markets for efficient flexible transport solutions... 29 Figure 6: ATCM Modena s Public Transport Buses... 31 Figure 7: Modena s DRT system... 32 Figure 8: One of now over 40 car-sharing service stations in the city of Bremen... 34 Figure 9: Smart phone application for Cambio car-shearing service... 36 Figure 10: Intermodal smart card for PT and car-shearing system... 37 Figure 11: Intermodal smart card for PT and car-shearing system... 38 Figure 12: Demand Responsive Transportation service DRIN BUS... 39 Figure 13: Demand Responsive Transport service in Campi region area... 44 Figure 14: Modified FTS routes line 81 and line 82 in city of Brno... 49 Figure 15: FTS minibus operating on line 82... 50 Figure 16: New safe and modern minibuses for disabled PT users... 50 Figure 17: E-ticketing and smart card usage example... 54 Figure 18: Allocation scheme of income from ticketing... 54 Figure 19: ITS architecture of e-ticketing... 55 Figure 20: Yélo smart e-ticketing card system... 56 Figure 21: Pass Rochelais e-ticketing card system... 58 Figure 22: A new online recharging system for public transport subscribers... 60 Figure 23: Ticket officers help the user choose a type of ticket... 61 Figure 24: In the control centre, all vehicles are monitored in real time... 62 Figure 25: Transport operators analyse data to have a better understanding... 62 Figure 26: Bus fleet of RATT in Timişoara... 64 Figure 27: AIM smart phone public transport ticketing app... 68 Figure 28: New AIM Mobility ticket purchase system via SMS message or QR code... 68 Figure 29: ATV Mover contactless smart card... 70 Figure 30: Onboard validator with recharging and renewal function... 71 Figure 31: Online recharging system for Mover card owners... 72 Figure 32: Direct Automatic Vehicle Location wireless communication system scheme... 74 Figure 33: Automatic Vehicle Location wireless communication system scheme... 75 Figure 34: Historical development of Sabimos... 81 Figure 35: New central rail and bus station in Almelo with RTPI display panels... 83 Figure 36: Bus dedicated lane and cycle lane in Almelo... 84 147

PART: Annex Figure 37: OV-chipkaart a contactless smart card ticketing system... 85 Figure 38: Bus and Rail arrival and departure times on main bus station in Almelo... 85 Figure 39: Public Roads Administration... 86 Figure 40: Mobile Application for buying bus tickets in the city of Trondheim... 87 Figure 41: Mobile Application for route planning and RTPI for public transport... 88 Figure 42: Information mobility centre (Joštova Street)... 90 Figure 43: The illustrative case of localisation and monitoring delayed PT vehicle... 91 Figure 44: Dispatching centre with RIS system... 92 Figure 45: PT bus operators new fleet of buses running on alternative fuel... 93 Figure 46: Historical development of Sustainable mobility of public transport in Ljubljana... 94 Figure 47: RTPI LED display panel... 96 Figure 48: Bicike(LJ) - bicycle sharing system in Municipality of Ljubljana... 96 Figure 49: Development of Sustainable public transport mobility in Barcelona... 99 Figure 50: The new PSI Solar Bus Stop designed to display... 101 Figure 51: The Trambaix as part of the Barcelona Tramvia system... 102 Figure 52: New smartphone apps provide bus arrival and departure times to commuters... 103 Figure 53: Bus arrival/departure LED display... 104 Figure 54: Bus stop shelter with RTPI display... 105 Figure 55: Park for Truro bus with AVL system... 106 Figure 56: Web page with live bus arrival/departure time information... 107 Figure 57: Facility Access Management System of DRT operational framework (Flipper)... 113 Figure 58: Diagram of passenger information... 119 Figure 59: Visit to ATAF, public transport operator in the city of Florence... 134 Figure 60: Electronic ticketing system STIMER-Mi Muovo in the city of Modena... 134 Figure 61: Visit to FTV and demonstration of e-ticketing system... 136 Figure 62: Visit to ATV, public transport operator in the city of Verona... 137 Figure 63: TF2 benchmark study visit to ATI-Salluzo PT operator... 137 Figure 64: RTPI system on main bus station in Enschede... 139 Figure 65: Information about train departures on main bus station in the city of Almelo... 140 10.2. List of tables Table 1: Identified Projects/Case cities... 22 Table 2: Distribution of DRT system in the Province of Modena... 33 Table 3: Projects / Case cities relevant to electronic ticketing and smart card system... 53 Table 4: Average population and density for selected BP cities... 110 Table 5: Review and description of pilot activities for TF1... 111 Table 6: Review and description of pilot activites for TF2... 115 Table 7: Review and description of pilot activities for TF3... 118 148

PART: Annex Table 8: Length of public transport network according to PT mode... 122 Table 9: Number of public transport fleet units according to PT mode... 123 Table 10: Number of public transport routes according to PT mode... 124 Table 11: Relationship between the choice and method of PT information service... 126 10.3. List of graphs Graph 1: ATTAC Project Partner cities and provinces population... 108 Graph 2: ATTAC Project Partner cities and provinces population density... 109 Graph 3: BP cities and Provinces Population... 109 Graph 4: BP cities and Provinces Population density... 110 Graph 5: Project partner cities population... 111 Graph 6: Relationship between city size and FTS coverage and complexity... 114 Graph 7: Population density of TF2 BP case cities... 115 Graph 8: Size of TF2 BP case cities... 116 Graph 9: Population involved according to BP case city... 116 Graph 10: TF3 BP case city population and density... 120 Graph 11: Relationship between population and motorization... 121 Graph 12: Relationship between PT network length and city population and size... 122 Graph 13: Relationship between population and PT mode... 123 Graph 14: Relationship between population density and public bus transport... 124 Graph 15: Percentage of bus stops equipped with RTPI when newly implemented... 128 Graph 16: Desired RTPI implementation from PT users point of view... 128 Graph 17: Integration of PT support measures in planning documentation... 129 149

PART: Annex Appendix A Best Practice Questionnaire Best practice collection questionnaire 0.1 Analysed by Question explanation Name of organisation and person who did the analysis Description / explanation / comment 0.2 Type of best practice Please choose type of best practice - more options possible (Case city/study/project/tool) 0.3 BP proposal acronym Indicate acronym name 0.4 BP proposal long name Indicate long name 0.5 Funding instituon 0.6 Consortium /Partners: 0.7 Literature link(s) Name of institution (local, regional, national, European (programme),...) Name of participating organisations, cities,... List of references/information source, e.g. Final report of the project, Guidelines, URL, List of articles,... 0.8 Duration Start and end date 0.9 Related Task Force Related to TF 1, TF2 or TF3; more options are possible 1.1 1 General description of BP(Informations for Mobility toolbox input) Short description of content Please give a short description of the content of the chosen BP, how the chosen BP is connected to the ATTAC themes and explain why you have chosen this example. 1.2 Main objectives Please give a short description of the main objectives of the project, tool, study,... 1.3 Theoretical background 1.4 Science disciplines Theoretic assumptions that have served as background and could be used for ATTAC. Give a short description of eventual theoretic backgrounds. Which science disciplines were tackled and how? Indicate science disciplines used in the BP proposal and describe the role of each discipline (transport technology, transport law, organisation of transport, transport economics...). 150

PART: Annex 1.5 Relation to Mobility Management (Measures) If the content is related to MM, then describe how the BP content is related to MM, how MM content is related to the TF themes and to the SUTP (examples: concept of promoting sustainable transport, changing travelers attitudes and behaviour, electronic timetable information systems, Jobtickets, etc.) As help - MM definition (EPOMM - Max project): MM is a concept to promote sustainable transport and manage the demand for car use by changing travellers attitudes and beha-viour. At the core of Mobility Management are "soft" measures like information and communication, organising services and coordinating activities of different partners. Soft measures most often enhance the effectiveness of "hard" measures within urban transport (e.g., new tram lines, new roads and new bike lanes). Mobility Management measures (in comparison to "hard" measures) do not necessarily require large financial investments and may have a high benefitcost ratio. 1.6 Main outcomes and results Short description of the main outcomes and results of the BP proposal (examples: strategic public transport plan for certain city, real-time information system for the buses, good practice collections related to high quality public transport in the cities, tool for seeking good practices of realtime information system implementation, etc.) 1.7 1.8 Was a toolkit developed? If yes please describe (e.g. Input / output data) Methodology used (description of empirical evidence of impacts, measurements, customers surveys) Short description about the obtained toolkit, what kind of data have to be entered, what are output data (examples: input data are (city size, population, modal split, the main general problem according to the PT, possible measures, financing frame, etc.), output data are suggestion measures based on BP collection),... What methodology was used? Was used methodology from other projects? Which projects? Were results/outcomes obtained on the base of empirical impacts, measurements or customer surveys? 1.9 1.10 Benefits and drawbacks of chosen approach Which key actors have been included/investigated in the planning process? What have been the positive and negative (direct and indirect) effects of preparation, implementation and of outcomes? Please explain who cooperated in the BP planning and implementation process, what were their responsibilities? (e.g. Selection of Stakeholders, Identification of responsible persons for organisation, maintenance, planning, etc., setting up framework conditions) 151

PART: Annex 1.11 1.12 Which suggestion and open questions were exposed? Is transferability to European level been investigated? Which results? Please describe suggestions mentioned before the BP proposal planning and implementation. Why were certain suggestions considered and why were certain suggestion not considered? Was there any investigation if the BP proposal is transferable to other projects, cities, tools, etc.? What did the investigations show? 2.1 General characteristics of the city 2 Measure description - intended for TF Pilot input 2.1.1 General description of the city/region Provide a short description of the city/region where the measures were implemented (in terms of local socioeconomic issues, priority of PT in national and local policy, significant planned developments, etc). 2.1.2 Management structure of PT 2.1.3 Size of the city/region 2.1.4 Population of the city/region Short description of the way public tranport is organised in the city where the measures were implemented. Task and duites of public transport authorities and PT operators. What is the size of the city in square kilometers? State the number of residents in the city/region 2.1.5 2.2 Modal split of the PT and private trips Which measures/activities/instruments where implemented, used or tested? Car Bicycle Give the modal split of the PT and private trips on an average weekday in %. PT (diffrent modes) Walking Other Total Short description about the implemented, used or tested measures/activities/obtained instruments, etc. Example: Real time information system - implementation part, advertising of the new system, analyzing if the measures were successful, etc. 152

PART: Annex 2.3 2.4 How were locations for devices/system installation choosed, on micro and macro level? Name of the measure: (following rows should be filled for each measure; copy and paste for several measures) Describe the way of choosing locations of Hardware, Software, electronical, communication devices (LED panels, vending machines, terminals, etc.) installation. Example(macro level): The main factors for decision which bus stops should be equipped with realtime LED panels first (micro level): The main factors for decision where on the bus/train/tram stops the LED displays should be installed. Please indicate measures 2.5 Description of the(soft or hard) measure Describe the measures (describe more in details especially measures related to the pilot project theme). 2.6 Measures/activities/instrument s were part of which strategy/document? What were the key reasons (quality, quantity indicators) for implementing the measures, activities, instruments? Who was the initiator? 2.7 2.8 2.9 2.10 2.11 2.12 How did political support and the legal framework allowed implementation? How did the market analysis take place? How identification and selection of appropriate technologies took place? Which end-user needs and requirements were identified? Which tendering criteria were considered? How the financing of measure is organised? Which standards/regulations/laws were considered? Are they mandatory, voluntary? Who decided which measures would be implemented and why certain measures had priority? (Example: Municipality of Maribor decided that real-time city bus transport system will be implemented (before bus priority lanes). There are more reasons for such a decision (price, potential other problems by priority bus lanes, time of implementation, etc). Why were certain technologies chosen? Which alternatives were discussed before implementation? Explain if before the measure(s) were chosen and implemented any customer/user needs were considered. (Example: Expressed opinions of customer, e.g. Board of customers, PT user surveys, etc.). Give a short description of the tendering/concession procedure about/for implemented measures. What were the key factors for choosing it? (Example: price offer, quality and quantity of realize measures, etc) Give a description of the main characteristics of the current concession/contract/agreement about implemented measures. What are the relationships in contracts (maintenance, upgrade in ), period of concession, aspects like quality of service, etc. 153

PART: Annex 2.13 How was the measure implemented? Describe the time frame from idea to design and operation. What was the idea, what was the plan (design) of measure implementation and how the implementation was running? Were there any changes in the implementation according to the design? 2.14 2.15 2.16 2.17 2.18 2.19 2.20 How was the measure monitored/evaluated? Did the measure meet the objectives? Was the measure planned sustainable? Who benefits from the measure? How is the measure integrated with other systems for traffic management? How is the measure integrated with other PT networks? How was the accessibility tackled? Were the measured results monitored or evaluated, e.g. with Mystery shopper survey, self assesment or any other approach? Were there any discrepancies between the planned and realized objectives? If yes, what went wrong? What were the barriers (e.g. mental, organisational, lack of skills, resources, legal or other)? Did the measure foresee specific indicators in order to verify that the objectives were meet after the project conclusion? Examples of indicator: tons of CO2 saved, number of busses equipped with new electronic ticketing systems, increased number of travellers, etc. Who had the benefit from the implemented measure? City, end users, measures executors, disabled persons, PT operators, etc. Is there any integration between the measures and other systems for traffic management management? (e.g bus PT priority - individual transport, ticketing - information about that, etc.) Has the implemented measure any influence on other transport modes? How about intermodality, interchange strategy, region - city transport connections, etc? Have end user any problems to use such kind of a system, tool, equipment, etc. (e.g.: User - information machine interface - especially for impaired persons)? 2.21 Overall budget of the measure Please indicate the overall and detailed budget of the measure (if available). 154

Appendix B Identified Strategies and tools Project Aim Year aspect PT mode TF related Corresponding SUMP Additional info ACCESS2ALL - Mobility schemes ensuring accessibility of public transport for all users Encourage Public Transport operators belonging to the project target group to adopt innovative technological concepts and mobility schemes that enable high quality mobility and transportation services for all. 2008-2010 PT operators OA end user needs all modes TF1 TF2 TF3 Defining concrete mobility schemes, guidelines and policy recommendations, ensuring accessibility of Public Transport to ALL users, through the coordination of current research efforts, the production of common research roadmaps, the identification of best practice models and the appropriate use of ICT aids and networks. http://www.access-to-all.eu/ AD PERSONAM - A Direct Marketing Programme for Public Transport Developing an innovative Direct Marketing Programme aimed to change mobility behaviour of participating citizens by persuading them of the advantages of Local Public Transport for their home-towork travels. 2008-2010 mediumsized cities home-towork travels OA marketing all modes TF1 TF2 TF3 Change mobility behaviour of participating citizens by persuading them of the advantages of Local Public Transport for their home-to-work travels. Developing a database to organise all information about home-to-work travels and production of personalized travel plans sent to the target group. http://marketingpublictranspor t.eu/spip.php APTIE - Accessible Public Transport in Europe Portal references to a wide range of case studies related to accessibility in public transport as well as additional information on topic as events, policy & standards, research & teaching, etc. 2010 SA policy and standards all modes TF1 TF3 Developing portal as a one-stop shop enabling a visitor to find information on or references to a wide range of matters related to accessibility in public transport. http://www.aptie.eu/site/ ARTS - Actions on the Integration of Rural Transport Services Most effective ways of providing rural transport services and, consequently, produces a set of recommendations to serve as a guide for the planning and implementation of rural transport systems. 2003-2004 Rural SAtransferabil ity all modes TF1 TF2 Test and demonstrate the effective provision of innovative transport services in the rural environment. Achieving results, which are transferable to the Consortium member countries, as well as to countries across Eastern Europe and beyond. http://www.ruraltransport.net/ AUNT-SUE - Accessibility and User Needs in Transport for Sustainable Urban Environments Sustainable policies and practice that will deliver effective, socially inclusive design and delivery of transport and the associated public realm from micro up to macro level. 2004-2010 Social inclusion user needs OA all modes TF1 TF2 TF3 Develop a comprehensive range of research resources, and test these through robust tools and techniques that can be used to address underresearched accessibility issues - at scales ranging from counties and boroughs, town centres and neighbourhoods, to the micro-level of streets and facilities such as bus stops, signage and ticket machines. http://www.aunt-sue.info/

PART: Annex BUSTRIP - Baltic Urban Sustainable Transport Implementation and Planning Establishing an intersectoral working group to engage and integrate various municipal stakeholders in SUT-planning. 2005-2007 PT Benefits TA all modes TF1 TF2 TF3 Produced SUTP toolbox of techniques, collecting all the learning experiences and best practice from the partner cities. http://www.managenergy.net/r esources/1063 CHAMPIONS - Improvement of CE regions accessibility through air transport interconnectivity Analyze the passenger information quality for Public Transport Services at airports and to improve the interconnectivity between air and public transport. 2010-2013 Airport PI and equipment TA all modes TF3 The link between the air and the public transport as guidance for the development of information infrastructure (Passenger Information Systems and Equipment) and to achieve the full integration of national and regional markets as well as balanced and sustainable development. http://www.championsproject.de/ COMMERCE - Creating Optimal Mobility Measures to Enable Reduce Commuter Emissions Increase the number and improve the quality of Mobility Plans that are developed by small and medium sized companies by providing tools and standards based on best practice across Europe. 2007-2010 SA all modes TF1 TF2 TF3 A package of measures that are tailored to the needs of companies or organisations to improve sustainable transport options and reduce single occupancy car use and has developed on online community for the dissemination of Workplace Mobility or Travel Plans. http://www.commerce-eu.org/ CONDUITS - Coordination Of Network Descriptors for Urban Intelligent Transportation Systems The identification of common transport problems faced by cities in Europe and beyond and to comprehensively review existing ITS solutions in cities and draw comparisons between them. 2009-2011 KPI on ITS OA all modes TF2 TF3 Establish a coherent set of Key Performance Indicators (KPIs) to indicate ITS good practice. Understand European cities future ITS plans and clarify the market for specific ITS applications and understand the barriers to implementation. http://www.conduits.eu/ DELFI I.,II.,III.,API - Durchgängige Eelektronische FahrplanInformation Achieve the political aim of strengthening the public transport and, therefore, to manage the customers to overcome their inhibitions to use public transport. 1996-2004 TA all modes TF3 Development from basic investigations into possible solutions for nationwide electronic time table information and general developments in a communication interface and a harmonised data base. The cooperation of independent systems is the basis for realising multimodal transport information services in the future. http://www.delfi.de/ DELTA -Concerted coordination for the promotion of efficient multimodal interfaces Addresses the problems and needs associated with passenger transport systems that are faced with high and steep seasonal demand with focus on the regional transport system. 2009-2011 OA all modes TF1 TF2 TF3 Define and validate intelligent mobility tools and practices guidelines, as well as policy guidelines addressing the optimum management of seasonal demand for transport areas with proven relevant problems. http://www.delta-project.eu/ 156

PART: Annex ELTIS - European Local Transport Information Service Portal Portal fo exchange of information, knowledge and experiences in the field of urban mobility in Europe. 2009-2010 SA all modes TF1 Guidelines to supports the creation of urban transport systems, which use less energy and produce less emissions, while improving the competitiveness of urban areas and the mobility and quality of life of its citizens all accessible over platform. http://www.eltis.org/ ELTIS plus - Sustainable Urban Mobility Plans Portal Maintain, improve and enhance the image, awareness, use and usefulness of ELTIS portal and to gain further awareness and acceptance of the SUTP concept. 2011-2012 SA all modes TF1 TF2 TF3 New guidelines on the development and implementation of a Sustainable Urban Mobility Plan. Support local authorities in developing sustainable urban mobility plans covering freight and passenger transport in urban and peri-urban areas. To accelerate the development and uptake of SUMPs by competent authorities across Europe. http://www.mobilityplans.eu/in dex.php?id=35&id1=35 EUROPTIMA - European Open Platform for Smart Card Ticketing, Payment and Multiservice in Interoperable Mass Transit Application Addresses need for implementing data and fare collection systems adapted to the requirements of mass transit operators in terms of cost of implementation and operation; modularity of the system and flexibility in terms of fare evolutions, interoperability and customer relationship. 2011-2013 TA all modes TF2 Develop, at prototype level, the appropriate software components and adapt hardware, communication and interfaces corresponding to the EUROPTIMA specified architecture at the terminal, communication and back- office levels and to propose the proven results to an adequate level of standardisation. http://europtima.teleticketing.e u/index.php FLIPPER - Flexible Transport Services and ICT platform for Eco- Mobility in urban and rural European areas Transfer of experience, knowledge and good practices about Flexible Transport Services (FTS) among different European Regions. 2008-2011 OA all modes TF1 Objective is to achieve capability-building environmental, sustainable and innovative solutions in the Public Transport domain by evaluating the viability and real impacts and by gathering the good practices identified at site level and the transfer of experiences, knowledge and good practices in order to increase the social inclusion of disadvantaged citizens groups and/or areas. http://www.interreg4cflipper.e u/ HITRANS Development of Principles and Strategies for Introducing High Quality Public Transport in Medium Size Cities and Urban Regions. 2002-2005 mediumsized OA all modes TF1 TF2 TF3 More sustainable transport in medium size cities and urban regions in North Sea Region by facilitating the development of High Quality PT. http://www.northsearegion.eu/ iiib/projectpresentation/details /&tid=43&theme=3 IFM PROJECT - Interoperable Fare Management Project Guidelines for Multiple transport products in different geographic areas and for sustainable modal switching, such as the use of Park and Ride. 2008-2009 TA all modes TF2 Allow manufacturers and suppliers to offer the endto-end, lossless nature of the IFM platform and transactions in other fields, thereby reducing time to market and lowering the cost of implementing other comparable schemes. http://www.ifm-project.eu/ 157

PART: Annex INFOPOLIS Providing detailed information to the enduser of Public Transport and improve user access to this information. 1996-1997 TA all modes TF3 Best of recent developments in the area of Graphical User Interfaces. To match the real needs of end-users, various complementary approaches will be used: surveys, 'live' observations, behavioural studies, and techniques based on cognitive, ergonomic and user-mental modelling. http://cordis.europa.eu/telema tics/tap_transport/research/pro jectsum/infopolis.html INFOPOLIS 2 Guidelines for public transport operators on good presentation of multimodal passenger information. 1998-2000 TA all modes TF3 Produce guidelines and standards for effective design of human-computer interfaces for public transport electronic information systems, with a focus on intermodality and an emphasis, though not exclusively, on urban travel. http://cordis.europa.eu/telema tics/tap_transport/research/pro jectsum/infopolis2.html INTERCONNECT - Interconnection between short and long distance transport networks Examining the role of local and regional interconnections in the context of longer distance passenger journeys in Europe, in order to address the potential for greater economic efficiency and reduced environmental impact. 2009-2011 longer distance passenger journeys OA all modes TF1 TF2 TF3 More effective interconnections between different transport modes and services where effective interconnections are currently hampered by institutional barriers, lack of investments, or failure to innovate. http://www.interconnectproject.eu/ KITE - Knowledge base for Intermodal passenger travel n Europe Providing a knowledge base on intermodal travel in Europe which comprises all relevant information and is easily accessible to stakeholders. 2007-2009 TA all modes TF3 Knowledge Base comprises all relevant information about passenger intermodality, can be accessed easily and allows stakeholders to develop and evaluate intermodality-related measures and serves as a core element to support the complementary project LINK. http://www.kite-project.eu/ LINK - The European Forum of Intermodal Passenger travel The LINK Forum focuses on long-distance passenger transport which exceed a trip length of 100km, including the "first and last urban mile" and regional cross-border transport. 2007-2010 OA all modes TF3 Recommendations and Strategies for Passenger Intermodality in Europe http://cordis.europa.eu/search/ index.cfm?fuseaction=proj.docu ment&pj_rcn=9901935 MASCARA - Demand Responsive Transport service for increasing Social Cohesion in urban/rural Areas Investigating the potential of DRT services and considering how they can be integrated into regional transport strategies. 2004-2007 small & mediumsized SA all modes TF3 Integration of DRT service into regional transport strategies. http://www.estis.net/communi ty/includes/page.asp?communit y=est-east&page_id=81cf083c- 3CB2-4002-9853-0D94B761D912 158

PART: Annex MAX - Successful travel awareness campaigns and Mobility Management strategies Mobility Management (MM) and Travel Awareness (TA), as soft policy strategies that are flexible, adaptable, rapid to implement and offer value-for-money. Tools for monitoring, evaluating and planning MM measures 2006-2009 OA all modes TF1 TF2 TF3 MaxExplorer is a simple interactive tool designed to help people who are not experts in Mobility Management in choosing the MM measures most appropriate to their specific problems. MaxLupo is about the integrations of Land Use Planning with MM and is a whole set of helpful tools and material. MaxQ is the Quality Management System for Mobility Management MaxSumo is an evaluation method with which you can effectively plan, monitor and evaluate Mobility Management projects. It provides standardised guidance during all steps of your project. http://www.maxsuccess.eu/index.phtml MEDIATE - Methodology for Describing the Accessibility of Transport in Europe Developing an inclusive urban transport system with better access for all has an impact on ensuring the human rights of all citizens by equal participation in employment, education & training, the community and social life. 2008-2010 OA all modes TF1 TF2 TF3 Developed tools to assist public authorities and transport operators in achieving equality of access to public transport. Developing also a self assessment tool for stakeholders, good practice guide and set up an end-user platform and provide advice on the accessibility of public transports. http://www.mediateproject.eu/ MMOVE - Mobility Management Over Europe Develop and provide a common methodology for collecting and comparing existing mobility management know how and policies from across Europe and improve awareness of innovative mobility management methods and their effectiveness. 2008-2011 50.000 250.000 SA all modes TF1 TF2 TF3 Improve the effectiveness of sustainable mobility policies implemented by local authorities in small and medium sized cities in Europe and to improve awareness amongst regional level policy makers of the importance of supporting these policies within regional development frameworks. http://www.mmove.eu/ http://mobilitytoolbox.eu NICHES+ - New and Innovative Concepts for helping European Transport Sustainability Explore innovative urban transport concepts, which are high on the European & local agenda, while also looking into the needs of its potential users and implementers. 2008-2011 bigger cities SA all modes TF3 Innovative concepts for more accessible, efficient and sustainable urban transport and integration into transport policies. http://www.nichestransport.org/ 159

PART: Annex PILOT - Planning Integrated LOcal Transport Propose tools, guidelines and recommendations for the elaboration of sustainable urban transport plans in other European regions and local authorities. 2007 SA all modes TF1 TF2 TF3 PILOT has developed an SUTP manual for cities and regions. Manual provides detailed explanations for the missions and tasks in SUTP, as well as good practice examples, tools and useful references. It offers a comprehensive introduction to all activities related to SUTP. PILOT demonstrates the practical application of the manual in four European Cities http://www.pilot-transport.org/ PROCEED - PRinciples Of successful high quality public transport operation and Development Develop a guideline-tool for effective and efficient public (bus) transport systems in small and medium-sized European cities. Database with several best city cases with RTI and guidelines for high quality bus passenger information. 2006-2009 25.000 250.000 OA bus TF3 Guidelines for long and medium time planning of public transport on all fields (Market analyses, Network and infrastructure, Finance, Management and Marketing). http://www.proceedproject.net ROCK - Regions of Connected Knowledge Improve connectivity within and between regions of knowledge, by development of railway connections into high quality efficient and user-friendly interoperable systems. 2007-2013 TA rail TF2 TF3 Development of fast and comfortable feeder facilities as well as transnational, intermodal ticketing and marketing tailored to specific needs and demands of knowledge workers. Concrete steps towards integrated ticketing with pilots. http://www.rock-project.eu/ SEE MMS - South East European Mobility Management Scheme Produce multi-modal concepts and action plans for effective MM measures in the SEE cities and the promotion of alternative transport in the SEE territory. 2009-2012 SA all modes TF1 TF2 TF3 Create a development strategy that guarantees continued economic growth and meets the demands on transport while at the same time mitigating the negative impacts of traffic on the accessibility, on the environment and on specific social groups. http://www.seemms.net/ SPUTNIC - Strategies for Public Transport In Cities Provide an update overview of state of the art knowledge and research results in the area of urban mobility and public transport. 2006-2008 Bigger cities OA all modes TF1 TF2 TF3 Present specific guidelines and tools to benefit from best practices identified throughout European regions and cities. Offer a platform for discussion and exchange of experiences amongst PT professionals in Europe. http://www.sputnicproject.eu/ STADIUM - Smart Transport Applications Designed for large events with Impacts on Urban Mobility Aims at improving the performance of transport services and systems made available for large events hosted by big cities. The project demonstrates Intelligent Transport System (ITS) applications at three major events. 2009-2013 bigger cities OA all modes TF2 TF3 Provide guidelines and tools to implement a traffic management system that fosters large events. A handbook as a tool will be developed which will be an interactive data base that provides a decision support system (DSS) at different stages of the decision, planning and implementation process. http://www.stadiumproject.eu/ 160

PART: Annex START - Seamless Travel across the Atlantic area Regions using sustainable Transport Make journeys on public transport throughout the regions easier, by providing clear and practical information to travellers. 2009-2012 TA all modes TF1 TF2 TF3 Improved information with developing a multilingual web portal to provide complete sustainable transport options in the Atlantic area region. Also establish multilingual and interoperable regional websites and journey planners along with implementation of information services within transport hubs. http://www.startproject.eu/en/home.aspx SUNRISE - Flexible Mobility Services to Increase the Sustainable Mobility and Social Cohesion in the European Regions Increase the sustainable development and social cohesion by the implementation and promotion of DRT Services in urban and rural areas. 2004-2006 mediumsized OA bus TF1 Evaluate of the DRT services impacts on mobility, traffic and social cohesion and provision of guideline to Local Authorities, community and citizens association and transport operators in studying and carrying out DRT systems and services in urban, suburban and rural areas. http://srvweb01.softeco.it/sunr ise/ TOOLBOX / SAVE II - for Mobility Management Measures in Companies A search facility to help companies develop their own mobility plan, and to help them promote effectively the use of public transport, collective company transport, car-pooling, walking and cycling for homework journeys. 1998-2002 OA all modes TF1 TF2 TF3 Toolbox for mobility management measures in companies http://www.mobilitymanageme nt.be/english/index.htm TRANSURBAN - Transit Systems Development for Urban Regeneration Exchange experience and transfer knowhow concerning the planning, implementation and operation as well as the extension and upgrading of urban transit systems in small and medium sized cities. 2000-2006 small & mediumsized SA all modes TF1 TF2 TF3 It increases awareness among policy-makers, citizens and other local stakeholders about the benefits of urban transit systems and provides participating urban areas with improved information and decision-making tools and improved transport and mobility policies. http://www.territorialcooperati on.eu/frontpage/show/1351 TWIST - Transport With a Social Target Reducing the social and economic gap between mountain/rural areas and urban areas through the local implementation of different patterns of DRT. 2004-2007 OA bus TF1 Creation of a network of evaluators among the partnership capable to analyse and evaluate the policies adopted or adoptable by the decisionmakers and creation of an interactive communicative network between users and suppliers. http://www.twistproject.org/ VIAJEO - International Demonstrations of Platform for Transport Planning and Travel Information Open platform that is able to support cross-modal journey planning and seamless traveller information service. 2009-2012 TA all modes TF1 TF2 TF3 Design, demonstrate and validate an open platform which will facilitate data sharing and exchange from different sources and provide data processing and management to support a variety of services. http://viajeo.eu/ 161

PART: Annex WISETRIP - Wide Scale network of E- systems for Multimodal Journey Planning and Delivery of Trip Intelligent Personalised Data In order to satisfy the travellers demand for a safer, faster and more cost-efficient travel a real-time multi-source and multimodal trip planning service before or on the trip should be available. 2008-2011 TA all modes TF1 TF2 TF3 Develop and validate an innovative mobility service platform, which provides and personalises multimodal travel information sourced from connected variant journey planners and is accessible by travellers through various mobile or fixed devices before and during the journey. http://www.wisetrip-eu.org/ 162

PART: Annex Appendix C Identified Best practices city measures Case city / City measures Year Size PT mode TF related SUTP Additional info Achterhoek (Netherland) It is a region in the eastern part of the Netherlands and lies between the rivers IJssel and Oude IJssel, and the borders with the province of Overijssel and Germany. 1998-334.500 mini bus TF1 Introduction of new Demand Responsive Service using easily accessible minibuses. It is open to the general public in rural area and is completely flexible regarding routes, stops and timetables. MobiMax operates under the taxi licence scheme administered by the central government. Clusters of routes are made via software in travel dispatch centre. http://www.eltis.org/index.php?i d=13&study_id=705 Almelo (Netherlands) This mid-sized city lies in the eastern part of Netherlands in the region of Twente, near the German border. Neighbouring towns are Hengelo and Enschede. 1999-72.000 bus and rail TF3 AVL tracking system with traffic intersection priority system and providing Real Time Passenger Information of trains, regionally buses and city buses. The measure is part of Strategy high Quality Bus Service. http://www.thredbo.itls.usyd.ed u.au/downloads/thredbo8_paper s/thredbo8-workshope- Hulleman.pdf Barcelona (Spain) It s second biggest city in Spain and a capital of an autonomous region Catalonia. As the largest city on the Mediterranean coast it has a very extensive local, regional and international public transportation network. 2002-2006 4.5 million inhabitants bus, trams, metro, rail, cycling TF3 The metropolitan transport authority worked with more then 30 private bus companies that operate in the municipalities of the Barcelona region to develop and install a multi-operator automatic vehicle monitoring (AVM) system with RTPI service. http://www.civitas.eu/index.php?id=70&proj_id=8 Bologna (Italy) It is the capitol city in the Emilia- Romagna region in the northern part of the country. The city has the most important train hub in nation and quite various modes of public transportation and expanding infrastructure. 2008 380.600 bus TF1 FTS for rural area in the province of Bologna Italy, with a low level of public transport usage but with the function of feeding 3 main reilway stations. FTS SRM provides improved access to healthcare facilities. http://www.interreg4cflipper.eu/ Bremen (Germany) A commercial and industrial city and lies in the north-western part of country. It represents one of the most important German ports and is playing an important role by public transportation development. 2002-2006 550.000 bus, car sharing,cyc ling TF1 The implementation of new PT user system mobil.punkt scheme focused on the interchanges between public transport, cycling and car sharing, http://www.civitas.eu/index.php?id=70&proj_id=6 Brescia (Italy) It s second largest city in the region of Lombardy and is situated at the foot of Alps. With current 2008-2012 197.500 Bus TF2 Implementation of new e-ticketing system for Park and ride and public transport. http://www.civitasinitiative.org/index.php?id=79&s el_menu=18&measure_id=665 163

PART: Annex Brno (Czech Republic) As the second largest city in Czech Republic with tram service and the largest trolleybus network in the country that are the backbone of the public transport with high level of public transport service. 2008-2012 400.000 bus TF1 TF3 New minibuses for improving public bus service for disabled users on special and common public lines in non pick hours. Upgrading bus and tram stops with RTPI panels and new integrated local-regional public transport control centre. http://www.civitasinitiative.org/index.php?id=66&s el_menu=35&city_id=91 Cornwall (United Kingdom) It s a unitary authority and ceremonial coutny of England, within the United Kingdom. 2008 535.500 bus park & ride TF3 Combining of new RTPI system with Park & Ride system that is currently available along the route of the Park for Truro park and ride service. http://www.parkfortruro.org.uk/ Cuneo (Italy) City lies at the foot of the Maritime Alps and near the French border in southern part of Italy s Peidmont region. It is one of the smallest cities with very diverse public transport modes (e.g. bus, rail, airport, bike sharing). 2011 55.000 bus TF2 Improving accessibility and quality with construction of electronic fare collection system for regional and city bus, bike sharing, parking and with this improving provincial accessibility and quality of public transportation service. http://bip.piemonte.it/ Donostia / San Sebastian (Spain) It is a city and a municipality located in north of the Spain on the coast near French boarder. 2008-2012 186.200 bus TF3 The city is implementing a new system which offers display screens next to the 40 bus stops providing information about the waiting time and the occupation level of the buses.travel information is accessible also to the visually impaired PT users. http://www.civitas.eu/index.php?id=79&sel_menu=16&measure_ id=652&back_id=30 Fano (Italy) It is a town and comune of the province of Pesaro and Urbino in the Marche region of Italy with direct access to Mediterranean sea and with own airport. 2001 64.100 mini bus TF1 Fixed line service was replaced with DRT in non pick hours which lead to passenger increase. Florence (Italy) Is the capital city of Tuscany region. The city now has a high level public transport service. With expanded tram network that is in development and extensive bus service the city has frequent rail system and its own airport. 1997-2000 370.700 mini bus TF1 New flexible bus service or Demand Responsive Transport service developed for connecting low-density areas. System is based on a Telematic architecture supporting the operator in both off-line and on-line booking procedures and in the dynamic route planning for buses on the basis of customers requests. http://www.ataf.net/it/azienda/p rogetti-innovativi/serviziflessibili/personalbus--cose.aspx?idc=150&ln=it-it Genoa (Italy) As the sixth largest city in Italy and is now one of the country s major economic centres. City plays a important role in developing and modernizing public transport on a local and regional level. 2004 610.500 bus TF1 Service between traditional fixed bus routes and totally flexible taxi service is ideal to serve low-demand urban areas characterized by accessibility problems. http://www.connectedurbandev elopment.org/pdf/sust_ii/drin_b us.pdf 164

PART: Annex Graz (Austria) / Maribor (Slovenia) Graz is the second largest city in Austria and the capital of the federal state of Styria with an extensive public transportation network. Maribor is the second largest city in Slovenia with evolving and upgrading public transportation service. 2007-2008 Graz: 265.500 Maribor: 95.000 bus train walk TF3 Cross border Internet based door-to-door travel information service - integration of separated technical systems. The creation of a cross-national trip-planner for the entire public transport within the geographic and economic region Graz-Maribor. Case study http://www.verbundlinie.at/servi ce/502010/voznired.php Jönköping (Sweden) Jönköping is situated by the southern end of Sweden's second largest lake Vättern. 89.400 bus TF3 The city has a number of interchange points, which are primarily meant for changes to / from the City buses. The main principle is that the regional bus timetables are set with reference to the timetables of the City buses (incl. ITS Strategy within BHLS). Krakow (Poland) It s the second largest and one of the oldest cities in Poland. 2005 759.500 bus TF1 Introducing and testing new demand-responsive transport service in three districts. With corporate image, clear regulations between actors and good service availability for public transport users. First FTS in Poland based on the transfer of technology and know-how from Genoa. http://www.civitas.eu/index.php?id=66&sel_menu=35&city_id=2 &back_id=30 La Rochelle (France) This mid-sized city lies on coast line of Atlantic Ocean in western part of France and has successfully created a very efficient and modern public transport system for citizens to take advantage of city s variety of transport modes. 2005-2009 79.000 bus TF2 A new e-ticketing service for bus, taxi, bike and ferry allowing recharging passes through easily accessible online payment system on the website instead to go to the central bus station. http://www.civitas.eu/index.php?id=66&sel_menu=35&city_id=7 &back_id=30 www.rtcr.fr Livorno (Italy) Is a port city on the Tyrrhenian Sea on the western coast of Tuscany with rich versatile public transport service and a nearby airport. 2008 161.000 mini bus TF1 Feasibility study on FTS. The design of the most suitable flexible transport service for an Urban Quarter and the verification of the role of DRT s as feeder to the main PT lines. http://srvweb01.softeco.it/flippe r/portal/alias Rainbow/lang e n- GB/tabID 3469/DesktopDefault.aspx Ljubljana (Slovenia) As the capitol city of Slovenia the city has improved public transport service with implementation of modern bus fleet and electronic ticketing system with latest bike sharing system and sustainable urban transportation planning for future city development. 2008-2012 270.000 bus TF3 Increased attractiveness of the PT network with a RTPI system integrated with existing PT management system, with analysis of prediction accuracy for managers and control of displayed information for passengers. http://www.civitas.eu/index.php?id=66&sel_menu=35&city_id=8 7&back_id=30 165

PART: Annex Malmö (Sweden) It s the third largest city by population in Sweden with major environmental adaptation of the city s transportation infrastrucutre currently under way. 2004-2007 290.000 bus TF3 40 Bus stops and shelters have been equipped with dynamic information boards informing PT users when the next bus is actually arriving. Additionally evaluation of RTPI was elaborated. Aim was to increase the passenger volume and rise the image of PT. http://www.civitas.eu/index.php?id=66&sel_menu=35&city_id=1 5&back_id=30 Modena (Italy) This ancient city lies on the main trading routes between northern Europe and the Mediterranean Sea. The main public transport mode in the city is also one of the biggest trolleybus services in country. 2003 180.000 mini bus TF1 Flexible transport service as support to the line buses linking different areas with a low populated areas, and then at a low transport demand, with the main cities and the regular line stops. http://www.amo.mo.it/categoria _3/servizio_prontobus.aspx Potenza (Italy) It s situated in the southern Italy. Potenza is the capitol of the province of Potenza and the Basilicata region and it boasts one of the largest pedestrian mobility support system within the EU. 2009 68.600 bus TF1 Organizing an intermodal transport system supporting interchange and integration between the DRTS and other transport systems within the city in order to improve the accessibility for peri-urban users. Customer satisfaction analysis and feasibility study on basic indicators was performed. http://www.civitas.eu/index.php?id=66&sel_menu=35&city_id=1 2&back_id=30 Purbach (Austria) Purbach is located in the province of Burgenland next to the lake Neusiedl. Through the village passes one main road and rail linking the provincial capital Eisenstadt and federal boarders. 2008 2.675 mini bus TF1 Improving the existing DRT service in the municipality (small city in rural region) with minimal costs, ensuring a sustainable mobility service. http://srvweb01.softeco.it/flippe r/portal/alias Rainbow/lang e n- GB/tabID 3470/DesktopDefault.aspx Thessaloniki (Greece) As the second largest city in the country represents a major transportation hub for the rest of the south-eastern Europe. The capitol city of the Central Macedonia region lies on coast of Thermaic Gulf in the Aegean Sea. 2005-330.000 bus TF3 Real time information for the passengers about the arrival time of the bus at the stop and visual and optical announcement of the next stop inside the bus. Additionally Evaluation of a bus passenger information system from the users point of view reveals the passengers willingness to pay for RTPI. http://www.sciencedirect.com/sc ience/article/pii/s073988591000 0612 Timişoara (Romania) Is the capital city of Timis County in western Romania. City today represents with diverse public transport modes and various payment options the city provides a good and high quality service. 2009-2010 310.000 bus tram trolley TF2 Methodological and practical steps for introducing and operating of an e-ticketing system, expanding of local public transport services from the local level to the metropolitan one, regional operator. http://www.ratt.ro/ 166

PART: Annex Toledo (United States of America) It s the fourth most populous city in the U.S. state of Ohio. For public transport users a veriety of transportation modes are available. 2011-2012 650.300 bus TF3 International tendering of RTPI system and proposals for the delivery and installation of the Automatic Vehicle Location and RTPI system for 121 fixed route transit buses, 10 workstations and 4 mobile supervisor vehicle workstations including support equipment. http://www.tarta.com/busroutes/ http://www.tarta.com/wpcontent/uploads/2011/01/tarta _AVL_RFP.pdf Trondheim (Norway) It is the third largest city in Norway and is the administrative centre of Sør-Trøndelag county. Despite good modern public transport modes the interest of using public transport is not increasing due to the overpricing and low frequent lines. 2008-2011 170.400 bus TF3 Innovative concepts for more accessible, efficient and sustainable urban transport and integration into transport policies. Implementation guidelines of Mobile Travel Information Service (MTIS) for the public. http://www.nichestransport.org/index.php?id=234 Verona (Italy) The city is located in northern part of Italy in Veneto region. With widespread bus network and modern electronic ticketing system together with railways and nearby airport. 2006-2010 265.000 bus TF2 Introduction of new faster electronic smart card ticketing service allowing also payment and can be recharged online on website. http://www.atv.verona.it/flex/c m/pages/serveblob.php/l/en/i DPagina/110?4ef9a98cc3db3 Vicenza (Italy) The city is the third largest industrial centre in the country and one of the country s wealthiest cities. It is located in the north eastern part of Italy with moderate transit quality. 2006-2009 115.100 bus TF2 Integration of electronic and magnetic ticketing processes, info-mobility and service certification. http://www.ftv.vi.it/ 167

ATTAC MOBILITY FORUM HANDBOOK FOR STAKEHOLDER INVOLVEMENT Glossary Concept / Abbreviation Accessibility Automatic Vehicle Location (AVL) Automatic Vehicle Monitoring (AVM) Best Practice Bus Rapid Transit (BRT) Bus with High Level of Service (BHLS) Car Sharing Citizens participation Cross-border travel Demand Responsive Transport (DRT) E-ticketing First and/or last mile Flexible Transport Solutions (FTS) Integrated approach Intelligent Transportation Explanation The accessibility of an activity to an individual is the ease with which the individual can get to the places where that activity can be performed. A system for automatically determining vehicle positions, usually by beacon-based or GPS technology. A system for automatically determining vehicle movements and activities over a road network, often including a fleet management monitoring facility. New and often different approaches to planning, designing, constructing, operating and maintaining transportation solution and systems. Example of already implemented urban public transport solutions in SEE area and in wider EU (definition according to ATTAC). A flexible, high performance rapid transit mode that combines a variety of physical operating and system elements into a permanently integrated system with a quality image and unique identity. Have the ability to deliver a high-quality mass transit system within the budgets of even low income municipalities. Higher quality bus service in urban areas, based on a combination of better operating environment, high quality vehicles, upgraded infrastructure, improved customer services, marketing, image and a systematic approach. Is primarily designed for shorter time and short distance trips as an extension of transportation network, providing a public service designed to enhance mobility options. Encouraging and enabling citizens to join the debate and collective decision making via a range of tools. All trips and travel in general that crosses at least one national border. It s "an advanced, user-oriented form of public transport characterised by flexible routing and scheduling of small/medium vehicles operating in shared-ride mode between pick-up and drop-off locations according to passengers needs". A computerized system for issuing electronic tickets to passengers, whereby old printed tickets are replaced with electronic cards for validating trips and one can be used on different public transport modes. The first and/or last mile in a long distance intermodal trip in an urban environment. Urban public transport solutions developed and implemented for more safe, comfortable and friendly travel according to passenger needs and for increasing the number of public transport users, e.g. Demand Responsive Transport (definition according to ATTAC). Integration of practices and policies between transport modes, policy sectors, public and private agencies, authority levels, and between neighbouring authorities. Describes the use of new information technologies to improve transportation system performance and efficiency.

PART: Annex Interchange / transfer Intermodal (multimodal) Intermodal E-ticketing Intermodal Flexible Transport Solutions Intermodal Passenger Information Interoperability E-ticketing Interoperability passenger information Interservices (e purse) Journey Mobility Mobility Centre Mobility Management (MM) Mobility Management Measure Mobility Management Strategies Mobility plan Mobility tools The act of changing between two or more vehicles or other transport modes when making a trip. Also describing location or building where people can change between private and public transport. A service, facility, consignment of journeys involving transference between different transport modes. All trips except car only trips are defined as intermodal travel when using different modes while travelling. Makes payment for multimodal trips easier to implement and generates revenues easier to re distribute across the different modes after clearing (definition according to ATTAC). Completely flexible transport service integrated with Public Transport service and bike & car sharing service (definition according to ATTAC). An integrated system that provides real-time travel information for inter-city and urban-city travellers from origin to destination at various stages of the trip process: trip planning, trip initiation, and en-route (definition according to ATTAC). E ticketing makes payment for multioperators trips easier to implement and generates revenues easier to re distribute across the different operators after clearing (definition according to ATTAC). An integrated system that provides real-time passenger information for local and / or regional multiple public transport operators (definition according to ATTAC). E ticketing enables the use of public transport smartcards for paying for additional services offered in conjunction with public transport (e.g. parking space payment or retail purchase) (definition according to ATTAC). The act of travelling from one place or location to another regardless of the cause and purpose of travel. It is the wider concept as it refers to people and their desire and the ability to move or be moved freely and easily, and not to infrastructure. It takes into account the user perspective, addressing also the need to travel and land-use issues. Is the operating unit at the urban/regional level, where Mobility Services are initiated, organised and provided. A concept to promote sustainable transport and manage the demand for car use by changing travellers attitudes and behaviour. At the core of MM are "soft" measures like information and communication, organising services and coordinating activities of different partners. These soft measures most often enhance the effectiveness of hard measures within urban transport. Different strategies to improve transportation diversity, to provide incentives for users to change the frequency, mode, destination, route or timing of their travel and strategies that involve policy reforms and reduce the need for physical travel through mobility substitutes or more efficient land use. It is a package of measures that are tailored to the needs of companies or organisations to improve sustainable transport options and reduce single occupancy car use. Identified techniques, collecting all the learning experiences and best practices where implemented measures were adopted to increase the quality and the level of public transport services in general. Mobility toolbox It is a collection of good strategies and tools of how to make cities/regions in SEE effective nodes of transnational accessibility (definition according to ATTAC). 169

PART: Annex Network monitoring and planning Objectives Open payment scheme Operator Outcome Parking and road pricing Passenger Information Public Transport (PT) Public Transport Action Plan Public Transport Integration Quality Management Scheme for Mobility Management (QMSMM) Secured access and Individual safety Smart-card system Stakeholder Stakeholder involvement Sustainable Urban Mobility Plan (SUMP) Sustainable Urban Transport Plan (SUTP) Data collected from ticketing will improve knowledge on boardings and therefore allow for bus capacity and timetables to be adapted to the actual use of the route (definition according to ATTAC). A broad statement of the improvements which a city is seeking. Objectives specify the directions for improvement, but not the means of achieving it. E ticketing could be potentially integrated in existing bank or credit cards (definition according to ATTAC). An individual or an entity, such as a corporation or a partnership, in the business of providing public transport services against payment by the passengers and/or the authority. Measures the impacts, benefits and changes that are experienced by different stakeholder groups during or after the implementation of a project. The integration of electronic toll collection for road usage or parking with electronic fare management allows travellers to pay for public transport and private car use with the same card (definition according to ATTAC). System for providing information of arrival and departure times of public transportation modes and predeterminated time tables over printed or electronic medium on stations and shelters or over mobile network and Internet (definition according to ATTAC). A system of vehicles, e.g. buses, trams, trains, which operate at regular times on fixed routes and are used by public. Is a high-level plan that supplements the Public Transport Strategy. In general it implies to use the entire public transport system across a local and regional area. Assist decision makers (organisations, city authorities) working in MM to develop a systematic approach for the design, planning, implementation and evaluation of MM measures and activities. Smartcards could be also used as an access card to designated buildings. They can be equipped with an individual alarm function, which either informs the driver or automatically transfers the passenger s location to an emergency response centre (definition according to ATTAC). A pocket-sized electronic card with embedded integrated circuits which is used for payment for public transport modes and services. Any individual, group or organisation affected by a proposed project, or who can affect a project and its implementation. The involvement of individuals, groups and organisations, to varying degrees, in aspects of the transport decision-making process through a variety of tools. It is a Strategic plan designed to satisfy the mobility needs of people and businesses in cities and their surroundings for a better quality of life. It builds on existing planning practices and takes due consideration of integration, participation, and evaluation principles. Comprise a combination of urban mobility management measures and should cover all modes and forms of transport in a relevant geographical area. It addresses, vehicle movements and parking, public and private transport, passenger and freight movements and motorised and non-motorised modes. 170

PART: Annex Sustainability Task Force Ticketing Transferability Transportation Demand Management (TDM) Transport mode Trip Vision Working Group With measures and tools improving the economic and social quality of life while limiting impacts on the environment in cities or regions (definition according to ATTAC). Investigate innovative tools and measures in the projects three thematic research fields (definition according to ATTAC). Any system for the issuing of tickets. Transfer of intermediate and final results to stakeholders and decision makers outside ATTAC (definition according to ATTAC). A general term for strategies that result in more efficient use of transportation resources, as opposed to increasing transportation system supply by expanding roads, parking facilities, airports and other motor vehicle facilities. A particular form of travel, e.g. bicycle, bus, metro, tram, train, walking or car. A trip connects two activities and can begin and also end at any location. Provides a qualitative description of a desired urban future and serves to guide the development of suitable measures in SUTP. Is a framework of transnational members for evaluating the development of project, to interfere in case of problems and to discus and determine further steps (definition according to ATTAC). 171