guidelines for the regional analysis of the implementation areas · 2016-10-04 · guidelines for...

Guidelines for the regional

analysis of the implementation areas

Deliverable D4.1

Aristotle University of Thessaloniki – Transport Systems Research Group

Evangelos Genitsaris • Panagiotis Tsalis

Aristotelis Naniopoulos

October 2014

Contract N°: IEE/12/970/S12.670555

Guidelines for the regional analysis of the implementation areas – Deliverable 4.1 2

Table of contents

1 Introduction 5

1.1 Background 5

1.2 The SmartMove project 5

1.3 Contents of this Deliverable 7

2 Definitions of terms (glossary) 8

3 Acronyms used 10

4 Objectives and methodology of the regional analysis of the implementation areas 11

5 Analysis of spatial, socio-economic and demographic structure (reference to Factsheet 1) 14

5.1 Spatial analysis 14

5.2 Socioeconomic and demographic structure 18

5.3 Sources, databases and illustration methods to be utilised 21

6 Regional Public Transport Systems (reference to Factsheet 2) 23

6.1 Fixed route bus systems 24

6.2 Flexible route bus systems 29

6.3 Fixed route rail systems 31

6.4 Sources and databases to be utilised 31

7 Public Transport Feeder systems (reference to Factsheet 3) 32

7.1 “Last/ first mile connectivity” and catchment areas 32

7.2 The Public Transport Feeder systems 32

8 Mobility behaviour (reference to Factsheet 4) 35

8.1 General overview on the field of mobility behaviour 35

8.2 Cultural dimensions 36


8.3 Some general remarks and findings on transport and mobility behaviour 38

8.4 Surveying travellers (current and potential PT users) 40

8.5 Travel behaviour segmentation approaches 43

9 Analysis approaches and research methods 46

9.1 The SWOT-analysis of the external and internal environment 46

9.2 The Stakeholder mapping and analysis 46

9.2.1 Stakeholders’ mapping and analysis for the local transport and mobility system .............................................................. 46

9.2.2 The Stakeholder Engagement tool and the Stakeholder Analysis Matrix tool ............................................................... 48

9.3 Overview of methods for collecting data 49

9.4 Stakeholders and expert interviews 50

9.5 Workshops 51

10 References 53

11 Bibliography 56

12 Useful websites and useful material 57

13 Appendix – Factsheets 59

13.1 FACTSHEET 1: Spatial, Socio-economic and demographic structure 60

13.2 FACTSHEET 2: Analysis of regional PT systems 66

13.2.1 Description of fixed route Bus systems ................................. 66

13.2.2 Description of flexible route Bus systems ............................. 68

13.2.3 Description of fixed route rail systems .................................. 69

13.3 FACTSHEET 3: Description of PT feeder systems 71

13.3.1 Description of fixed route Bus feeder systems ...................... 71

13.3.2 Description of flexible route systems..................................... 71

13.3.3 Bicycle systems (Bikes, e-bikes, pedelecs) .......................... 71

13.3.4 Car sharing services ............................................................. 73

13.3.5 Carpooling services .............................................................. 74

13.3.6 Walking infrastructure/ pathways .......................................... 75

13.4 FACTSHEET 4: Analysis of mobility behaviour of the inhabitants 76


Disclaimer

The sole responsibility for the content of this publication lies with the authors. It does not necessarily reflect the opinion of the European Union. Neither the EASME nor the European Commission are responsible for any use that may be made of the information contained therein.


1 Introduction

1.1 Background

The SmartMove project addresses key action on energy-efficient transport of the Intelligent Energy Europe programme (STEER). In line with the Transport White Paper it focuses on passenger transport and gives particular emphasis to the reduction of transport energy use.

1.2 The SmartMove project

The delivery of public transport (PT) services in rural areas is faced with tremendous challenges: On the one hand the demographic dynamics of ageing and shrinking societies have particular impacts on the PT revenues depending on the (decreasing) transport demand. On the other hand, PT stops density and the level of service frequency are often of insufficient quality. Thus, there is a need for the development of effective feeder systems to PT stops and for the adaptation of the scarce PT resources to user needs. For the SmartMove project, feeder systems are the different ways of linking a specific region with the back bone PT system, usually a bus or train network or a combination of both. This can be done by improving the walking and cycling facilities to and around the stations, by implementing flexible bus systems or by promoting car pooling or car sharing etc.. However, even if sufficient rural PT systems are available, large parts of the population face diverse subjective barriers to use PT. This is even more relevant for PT feeder systems: in many cases citizens are not even aware of their existence or, if they are aware of them, there exist subjective barriers to their use. These problems are addressed within SmartMove by implementing “Active Mobility Consultancy” (AMC) campaigns for PT lines and their feeder systems in eight rural and peripheral areas. The objective of the AMC campaigns within the project aims at promoting the use of PT via personalised travel marketing approach. The word ‘active’ in the term “active mobility consultancy” has a twofold meaning. On the one hand, it refers to the active process of informing people on PT: it is not PT users, who have to inform themselves about PT services; rather the PT operators that have to inform their (current and potential) customers according to their individual needs. For this purpose, current and potential PT users are contacted to provide them with demand based information via different communication channels. The second meaning refers to several active measures aimed at decreasing subjective barriers such as overestimating prize and travel time whereas underestimating the supply and options to the use of rural PT systems. The AMC campaigns are more than purely the provision of information: active measures will be offered in addition to the written information and the consultancy talks that are usually applied in similar campaigns. This might include actions like practical traveller training, citizen participation in planning or guided tours for PT feeder schemes. Additionally, information and feedback on user needs can be collected within the AMC campaign. This supports the adjustment of PT offers in line with users’ requirements.


The AMC concept used in SmartMove builds on existing approaches, which will be further developed through SmartMove based on the exchange of experience and mutual learning. In particular, we will develop existing AMC approaches along 4 lines:

(i) the adaptation of the existing approach to recent developments, (ii) the consideration and inclusion of feeder systems into the AMC campaign, (iii) the development and application of a common monitoring and evaluation

method and, (iv) the adaptation of the AMC concept to specific requirements of the implementing

regions.

The result is an easy to use AMC concept that can be applied by PT operators all over Europe. The aim is to solve the specific, significant challenges of PT schemes in rural areas. A main pillar of the concept is the extension of the AMC concept to PT feeder systems as they are crucial factors for rural PT systems. Better knowledge gained on this subject helps to improve public transport in rural areas. From a scientific point of view, the information attained about a feeder system based AMC campaign makes an important contribution to the further development of personalized travel marketing approaches. Even more important, by implementing a large range of dissemination activities, such as webinars and take-up seminars, not only the SmartMove partners, but also a broad range of stakeholders are informed about the manifold possibilities and advantages of an AMC campaign. Eight rural and peripheral regions in Europe prepare, implement and evaluate a local Active Mobility Consultancy campaign. PT operators achieve insight into the demands of both actual PT users and those who do not currently use PT systems, by applying the AMC campaign. If the non-use of PT is caused by hard facts – e.g. the location of the PT stops or schedule organization – PT operators can adapt their services to the demand of potential users. This will increase opportunities to make PT systems attractive for new passengers. Each of the AMC campaigns to be conducted through SmartMove will be based on a shared methodological approach which will then be tuned in practice to the needs of the local specific situation These include the specific target groups, the specific cultural barriers, barriers and enablers, the type of PT feeder system (a possibility to reach PT stops by individual or public means), the spatial aspect (e.g. compactness vs spread, topography and geography, environment), the socio political aspects at the appropriate decision making level, the administrative aspects, the economic aspect and the planning aspects. Within each region, we have defined targets of several hundreds of households will be contacted. As a result, we expect a substantial mode shift to public transport, which in turn will lead to a substantial increase on energy efficiency, a decrease of resources consumed and a reduction of the greenhouse gas emissions caused by road traffic.


1.3 Contents of this Deliverable

The aim of the Deliverable is to provide guidelines for the regional analysis of the implementation areas. Each implementation region will collect indicators describing the individual characteristics in order to adapt the common AMC approach to the regional context. The implementation process will include three steps: (i) a regional analysis in terms of spatial and demographic structures, PT systems, PT feeder schemes, and travel behaviour, (ii) the discussion whether adaptation of the AMC campaign on the regional distinctions are necessary or not, and (iii) the selection of particular target groups and small-scale implementation areas.


2 Definitions of terms (glossary)

Accessibility “The extent to which land-use and transport systems enable (groups of) individuals to reach activities or destinations by mean of a (combination of) transport mode(s)” (Geurs and van Wee 2004)

Census The total process of collecting, compiling and publishing demographic, economic and social information pertaining to a specific time for all persons in a country or delimited part of a country (Linda Lacey - USAID).

Demand-Responsive Transit (DRT)

Generic term for a range of public transportation services characterized by the flexible routing and scheduling of relatively small vehicles to provide shared-occupancy, personalized, door-to-door, curb-to-curb, or point-to-point transportation at the user’s demand; implies existence of a coordinated dispatching service; also called Paratransit, ADA, Dial-a-Ride, and Flexible-Route service (TCRP REPORT 76).

e-bike An electric bicycle. Also known as an e-bike or booster bike is a bicycle with an integrated electric motor which can be used for propulsion.

Fixed-Route Services provided on a repetitive, fixed-schedule basis along a specific route with vehicles stopping to pick up and deliver passengers to specific locations using rubber tire vehicles (TCRP SYNTHESIS 94).

Indicator Approach that enables to estimate the real value of something that cannot be directly measured

Land use “Arrangements, activities and inputs people undertake in a certain land cover type to produce, change or maintain it” (FAO 2013 - FAO. (2013). "What is Land Use." from http://www.fao.org/nr/land/use/en/.)

Land use type

A land use category based on a classification that includes the combination of different land use variables (density, diversity, design, demand management)

Measure Unit to quantify a value by mean of a measurement

Mobility Mobility is an activity that derives from the location of homes and activities, among other factors (linked to the framework of needs and social desires) (Transport Learning – Land Use, 2011).

Mobility behaviour

A set of personal decisions taken by individuals concerning their mobility

Mobility patterns

Mobility characteristics as a result of personal mobility decisions

On-Demand Services

The main characteristic of all on-demand services is, that the customer has to book a trip in advance. The vehicle ordered will pick up the passenger at the agreed time and place and transport him to the required destination.

Park and ride Park and ride (or incentive parking) are car park facilities with connections to public transport, allowing travellers to safely leave their vehicles and transfer to a bus, or rail system in order to travel to the inner city (Transport Learning - Public Transport models, 2011).

Pedelec From pedal electric cycle is a bicycle where the riders pedalling is


assisted by a small electric motor, thus they are a type of low powered e-bike.

Public transport

Public transport: comprises all transport systems in which the passengers do not travel in their own vehicles, but share the transport mode. It usually provides scheduled services on fixed routes on a non-reservation basis (Transport Learning - Public Transport models, 2011).

Rural area Areas considered as rural areas must meet at least three of the four following criteria: an area of low population density; with a population living in small settlements; at a long distance from major settlements; with territory being used mainly for agriculture, forestry, or with uncultivated areas.

Total travel distance

Total length covered by passengers as a result of the sum of individual trip distances in a certain period of time.

Transport system

Transport conditions comprising infrastructure and services

Travel Dispatch Centres

Travel Dispatch Centres collect the travel-demands of the customers, combine and organise these travel-demands (with help of telematics), and forward them to the drivers of the vehicles (Wright Steve, 2010)

Trip distance Separation between two points.

Variable Individual component that determines a dimension of study (land use, mobility behaviour, accessibility)

Volunteer Schemes

The main characteristic of all volunteer schemes is, that the transport service is organised by local people or local non-profit organisations and the vehicles are driven by volunteer non-professional drivers (Wright Steve, 2010)


3 Acronyms used

AMC Advanced Marketing Campaign

ARTS ARTS project: actions on the integration of rural transport services

AUTh Aristotle University of Thessaloniki

AVL Automatic Vehicle Location

CAD Computer Aided Design

DRT Demand Responsive Transport

EU European Union

GIS Geographic Information System

GSM Ground Station Monitoring

ICT Information and Communication Technology

MaxSEM Max Self-regulation Model

OECD Organization for Economic Cooperation and Development

POI Point of Interest

PT Public Transport

SWOT Strengths, Weaknesses, Opportunities, Threats

UN United Nations

VIRGIL VIRGIL project (Verifying and strengthening rural access to transport services)

VMT Vehicle Miles of Travel

WHO World Health Organization

WP Work Package

WP4 takes the results of WP3 which concludes in an implementable AMC-concept for rural PT systems with a focus on PT feeder schemes.

WP4 consists of three tasks: - Task 4.1: Regional analysis of the implementation areas, which is the subject of the

present report - Task 4.2: Discussion and adaptation of the characteristics of the implementation areas - Task 4.3: Selection of the target groups and small – scale implementation areas


4 Objectives and methodology of the regional analysis of the implementation areas

As stated in the application form (AF) of the SmartMove Project, the content of task 4.1 is as follows:

“For several reasons, a regional analysis of the implementation areas in terms of spatial and demographic structure, PT systems, PT feeder schemes, and travel behaviour of its inhabitants has to be conducted. It (i) helps to identify those small-scale areas, where the implementation of an AMC-campaign is promising, (ii) contributes to the overall economic output evaluation, and (iii) supports the conduction of the AMC-campaign, in particular the preparation of materials needed. It is also important, as it allows further adopters of the SmartMove-AMC-campaign to identify those SmartMove implementation areas with regional characteristics closest related to their own situation.

The regional analysis will be made in a two-stage approach: As basis for the selection of small-scale implementation areas and also for the discussion of the regional characteristics, a more general, and large-scaled analysis will be conducted. Once the small-scale implementation area is selected, an in-depth analysis will be conducted in these areas. Their outputs are essential to customize and implement the AMC-campaigns. Both investigation steps consist of the following aspects:

- Analysis of the spatial and demographic structure: Different aspects of the settlement patterns and socio-demographic aspects – as the degree of periphery, the distance to next major centres or the population density. - Analysis of regional PT systems: An active mobility campaign for public transport aims on convincing car users of the advantages of PT systems. This approach fails, if the PT system, for example in terms of the service level, is insufficient. Thus, the existing PT systems have to be considered when small-scale implementation areas will be selected. For this reason, the regional analysis has to include regional PT schemes. - Analysis of existing PT feeder schemes: As precondition for both, the selection of small-scale implementation areas, and the preparation of the AMC-campaign, all existing regional PT feeder schemes have to be detected and analyzed. For this purpose, the information on PT feeder schemes gained in task 3.2 will be considered. - Analysis of mobility behaviour of the inhabitants: Within WP6 the impacts of an AMC campaign are calculated, if extended to the whole region of the implementing partners. For this purpose, certain figures describing the travel behaviour of people living in the implementation area are needed; this refers to modes choice, the number of daily trips, and the average length per trip.

The regional analysis will be conducted following the guidelines developed. Within task 4.1 several in-site examinations as well as literature reviews, and expert interviews will be conducted. Additionally, focus groups with at least eight participants each will be organized by each implementing partner to discuss local


characteristic; Participants are recruited of organizations representing passengers and country dwellers, but also all citizens interested in may participate. Those will contribute to activate multipliers for sustainable rural transport.

For each region, a factsheet on the results of the Regional Analysis is to be published on the SmartMove homepage (D4.2). The regional analysis and the writing of the fact sheets will be done by the implementing partners with support of the Advisory Group”.

D4.1 proposes the guidelines to be followed for collecting, in a consistent fashion across all implementation areas, the data required to allow design and carry out advanced marketing campaigns (AMCs) for public transport share growth. The uniform way of collecting the required information may allow also in a greater extent, the cross-site comparison and evaluation of the AMCs (benchmarking). D4.1 concludes to the creation of factsheets that should be filled in by the implementing partners. The results from this data collection will be taken into account for the designing of the AMCs. D4.3 will consolidate the information revealed from the data collected within WP4, establishing recommendations for the bodies of interest and transport practitioners at regional areas of Europe.

Thus the objectives of D4.1 are to:

- provide a formalised and consistent approach for AMCs implementing areas to follow, for the collection of data needed to design comprehensive AMCs

- provide guidelines for the planners and consultants to be engaged for conducting the AMC and details on what should be considered at each stage in the sequence of their work

- provide useful material and information sources for further reading and consulting for any interested party

- conclude to common factsheets (a template which take the form of a set of tables containing both a list of queries and free text boxes for responses entering) for the data collection

This way, the factsheets will provide a strong and consistent basis for identifying and explaining variations between AMCs designs and implementation approaches across the different areas.

According to the AF description as analysed above, four types of factsheets should be prepared:

- Factsheet 1: Analysis of spatial, socio-economic and demographic structure - Factsheet 2: Analysis of regional PT systems - Factsheet 3: Analysis of existing PT feeder schemes - Factsheet 4: Analysis of mobility behaviour of the inhabitants

The Factsheets contain brief information on the parameters to be examined whereas further details are provided in the text of relevant chapters. In addition, for further facilitating the usability of this deliverable by the Smartmove Consortium, as well as by the external audience, a chapter has been included describing the “Analysis approaches and research method” that could be used for collecting and analysing the data to be gathered together.

Figure 2: the SmartMove structured flowchart for the regional analysis towards an AMC at

rural areas


5 Analysis of spatial, socio-economic and demographic structure (reference to Factsheet 1)

The interested area to be covered by the AMC campaign must be delineated clearly. The first data to be collected at all site level are the population indicators and the characteristics of the area. The data could be extracted from previous studies developed by various local or national organisations and bodies.

Political and organisational borders such as municipalities, districts and provinces will often form the boundaries of the AMC campaign and the public transport system. It is also important not to over-extend the area under consideration by including too many dispersed destinations (ARTS handbook)1.

The aim of this chapter is to present and describe the main spatial, socio-economic and demographic indicators to be collected, as well as to outline the basic reference sources for the data collection. It consists of three sections, particularly:

(1) Spatial analysis (including issues, such as context description, geography and landscape; Transport infrastructure offer; Mobility attractors’ recognition; Regional economic context)

(2) Socioeconomic and demographic structure (including issues such as: population analysis and socio-economic indicators; Availability of technology)

(3) Sources, databases and illustration methods to be utilised

5.1 Spatial analysis

Context description, geography and landscape

It would be useful to identify the main characteristics of the AMC implementation area, such as:

Size of the study area, total surface (km2); Boundaries: administrative boundaries and physical limits and areas, e.g. rivers,

lakes, coast, marine protected areas etc.; Position (e.g. closeness with a metropolitan city, fact that may comprise a fundamental

factor for the entire mobility and trip relations); altitude (metres upon sea level); Network typology Settlement structure, land use; Land cover and terrain (e.g. mountainous, hilly, lakes, flat, forests, vegetation, etc.).

The geographic constraints refer to the physical restrictions to the movement of people and vehicles such as rivers, coasts, wetlands, upland areas and urban nodes within the area being considered. Geographic constraints shape the demography of the interested area: thus the natural barriers affect the distribution, size and density of the population, the income and employment characteristics of an area. For most geographic constraint data, reference to mapping at an appropriate scale (1:50,000 or 1:25,000) is usually adequate. Gradients, risk of snow, uneven road surface, road width and camber can all affect the

1 ARTS project: actions on the integration of rural transport services, www.rural-transport.net

http://www.rural-transport.net/


transport services, mainly in terms of ground clearance and size of vehicle (Wright Steve, 2009).

For instance, a low density widely distributed rural population is likely to have a high car ownership rate, who are extremely unlikely to use public transport except on a temporary or emergency basis. A modal switch is possible amongst people who use a car at present but who would be open in changing to public transport (Wright Steve, 2010).

Concerning terrain, this is a qualitative characteristic and is related to the provision of transportation services, as is the condition of the roads (ARTS, 2001). Due to the topography and the disperse settlement structures, public transport services in rural areas often have to cope with longer distances and longer travel times (ARTS N1).

AMCs will focus mainly on rural areas. Because of national differences in the characteristics that distinguish urban from rural areas, the distinction between the urban and the rural population is not yet amenable to a single definition that would be applicable to all countries or, for the most part, even to the countries within a region. In many industrialized countries, the principal difference between urban and rural areas in terms of the circumstances of living tends to be a matter of the degree of concentration of population (UN, 2007).

A definition of “rural areas” that could be adopted has been given in the VIRGIL2 project: Areas considered as rural areas must meet at least three of the four following criteria: an area of low population density; with a population living in small settlements; at a long distance from major settlements; with territory being used mainly for agriculture, forestry, or with uncultivated areas.

Concerning the settlement structure there are many types of rural settlements, such as (Lewishistoricalsociety's wiki, 2010):

1. Clustered rural settlements: where a number of families live in close proximity to each other, with fields surrounding the collection of houses and farm buildings. Clustered rural settlements are often arranged in one of two types of patterns, circular and linear: a. Circular rural settlements: The circular form consists of a central open space

surrounded by structures. The center consists of homes, schools, and churches and is surrounded by farmland.

b. Linear rural settlements: Linear rural settlements feature buildings clustered along a road, river, or dike to facilitate communications.

2. Dispersed rural settlements: a rural settlement which has farmers living on individual farms isolated from neighbours rather than alongside other farmers in settlements.

Common barriers related to public transport that are usually found in rural areas are (ARTS, 2002): - concerning the settlement structure:

Dispersed settlement structure hinders the effective routing of conventional services

Possibilities for bundling demand for public transport are very limited

- concerning the infrastructure: The removal of rail infrastructure limits the possibility of improving services Poor condition of the rail and road infrastructure

2 VIRGIL project (Verifying and strengthening rural access to transport services): European research project

on rural transport systems under the 4th FP (1999 – 2000).


- concerning the natural barriers: Extreme weather conditions affect the demand negatively Adverse topography extends travelling distance and time

- concerning the cultural barriers: Low willingness for private and voluntary initiatives or services The car has become part of the lifestyle, high rates of car ownership Public transport is stigmatised Reluctance to try new transport schemes

- concerning the lack of information and communication: Lack of marketing for existing services Lack of information about public transport services (about supply and operating

details) Lack of integrated information (e.g. on-demand services, interchanges) No access to information media (e.g. telephone, mobile phone, internet)

Transport and mobility infrastructure offer

The roads offer comprises an aspect that could be also briefly taken into account, since the type of the road network and its transport capacity could influence transport mode choice. Thus, firstly, a preliminary description of the mobility infrastructure (roads, parking lots, Pedestrian zones, Main stations/ modal interconnection nodes (bus stations, railway stations, interchanges, intermodal facilities (Park & Ride, Bike & Ride), cycling facilities, etc.); Public Transport stops, etc.) located in the study area could be provided. A map (designed using CAD/GIS systems) on which the functional classification of the different roads is defined, as well as the main centres linked by each road are pointed out may be very useful. On the basis of the infrastructure graphical representation, it is also useful to create specific themes that cross the mobility demand and supply in the same view, showing which are the critical points or areas from different points of view (traffic congestion, safety, air and noise pollution, etc.). Data to be collected regarding the main physical elements and their characteristics include the number of lanes, the lanes width, the presence of bus stops, location and dimensions of parking lots, etc., included in the study area (Vegni S., et. al. 2009).

Mobility attractors’ recognition

A “point of interest” (POI) is a possible attractor/generator of traffic or mobility. It is relevant to report the main business, cultural, commercial activities (located in the examined territory) which comprise important mobility attractors, indicatively, such as:

Business and commerce

- Commercial activity - Shopping areas, centres - Café’s areas - Groceries - Other recreation areas - Industrial zones - Hotels, hostels, etc. (tourist infrastructure) - Main production


Education, health, Social services, Public offices and services

- Education facilities and schools (primary, secondary, professional school, University (public or private))

- Health facilities (centres, hospitals) - Social centres - Religious centres, buildings - Government and Public offices (administrative offices, administrative centres, postal

offices, banks, etc.)

Cultural infrastructure and events

- Cultural centres (libraries, museums, cultural buildings, etc.) - Cultural sites (archaeological sites, cultural parks), tourism attractions - Cultural events of wider importance (and time period taking place)

Natural heritage places

- Monuments of Nature - Fauna and flora special observation places - Nature

The POIs could be described with the location and other main figures (e.g. in the case of schools the number of students, in case of shopping centres (areas) the number of shops). These figures define the importance of a single POI in the overall area context, since they provide a first idea of the potential public transport demand. POIs are also related to feeder transport services to main backbone bus or track lines, and therefore special attention must be paid to the main public transport stops and stations. Obviously, the identification of the main POIs cannot be limited only to the examined area, but it is necessary to include some POIs located outside but close to the examined area to show the actual/ potential mobility interrelations with the reference area (Vegni S., et. al. 2009).

The representation of the POIs on a general map is useful to provide a better understanding of them in the global context.

The availability of major commercial (e.g. major retail) and medical facilities (e.g. hospitals) within a rural area comprises an indicator of the need for transport, since the absence (or the small size) of these trip attractors increases the need for residents to travel outside their rural area, thereby generating more travel demand in general, as well as an increased need for public transport services. Similarly, the presence or not of major retail stores within the examined rural area can indicate in some extend the mobility levels (Caltrans, 2006).

Regional economic context

The role of an area in a broader function of the region should be outlined. In this sense, the main characteristics of the area in terms of the relative size / importance of e.g. economic activity (Agriculture; Fishing; Livestock; Industry; Public Administration; Professionals; Small shop owners; Tourism: sites, attraction, seasonality; Commuting; etc.) and poverty in relation to country as a whole, and the opportunities and threats in nearby and further away localities could be briefly mentioned.

Tourism is considered as an important activity, since visitors to an area could comprise potential users of the public transport services. Potential measures of tourism activity in an area could be, among others, the proportion and amount of employees/workers employed in the hospitality/ tourism industry and the number and proportion of dwelling units in that


Population age pyramid (or horizontal bar diagram): it

provides a graphical representation of an area’s age-sex

distribution in absolute numbers or in percentages and may be

used for different areas or sub-populations: to observe the

impact of fertility, migration and mortality on the population of

a given area and changes in the age and sex structure when

pyramids are developed for at least two points in time. Its bars

represent age groups beginning with the youngest ages at the

base of the pyramid and the oldest age groups at the top.

Males are represented on the left side and females are on the

right side of the diagram. In most cases, 5-year age groups

are used beginning with ages 0-4 and ending with age 85+.

The percent distribution of males and females should be

based on the combined population of all males and all

females. Spreadsheet software such as Microsoft Excel,

provide the mechanism to both manage the data and construct

the actual graphical pyramid (Linda Lacey - USAID).

are second homes (second home ownership), (Caltrans, 2006). Both could reflect the traffic generated by tourism and recreational activities (Caltrans, 2006).

Media available in and focused on the examined area could be also briefly identified, since they may be utilised and exploited in the framework of the AMCs design and implementation. The media may include various communication tools to deliver information, such as any advertising media, broadcast media, digital and social media, mass and news media, information delivered via paper or canvas (print and published media), etc.

5.2 Socioeconomic and demographic structure

The socio-economic characteristics of the examined area indicate the extent to which target travellers are captive to the public transport market (typically the less well off, the elderly and the young) or not (high car ownership rates). Demographic factors help to determine the target passenger group and consequently suggest who should be targeted for any survey needed and how data is collected (Steve Wright, 2010).

The preliminary indicators to be collected are the population trends and typology of population within the study area (at municipality, or at municipal district level).

Population analysis

The population analysis could be carried out in terms of:

number of inhabitants (total population of the area, segments – target groups size): Population is a key determinant in overall demand for travel (Caltrans, 2006).

gender distribution: males and females - higher levels of young, elderly and females will provide a greater captive public transport market (Wright Steve, 2009).

population density and geographic distribution: density of inhabitants per square kilometre (e.g. dispersed population)

population composition: number of families and average number of persons per family

population distribution according to the different age range/ class:

the usage of certain age thresholds is strongly recommended in order to draw results for the elderly population (>65 years, >75 years) and youth (e.g. <14, or <18, or <24 years).

The age and sex (gender) distribution of a population plays a major role in guiding decisions about the provision of services for different segments of that population. Planners have two simple tools to


examine the age and sex distribution of a population (Linda Lacey - USAID): (i) a table showing the percent distribution of men and women in different age groups, (ii) a population pyramid3.

population trends at territorial level, both historic and forecast (e.g. population growth rate): it could be useful to compare the different trends of different territorial levels in order to evaluate the population evolution, and understand the mobility needs, for example the move of people from the city centres to the urban outskirts and the subsequent increase of the commuters rate. For a more detailed analysis, which may be out of the scope of AMC preparatory investigation, planners could investigate the rate of death, birth and the rate of migratory.

Population growth rate is a key transport factor, as it indicates the level of need for new transport facilities and services (Caltrans, 2006). A high population growth rate could be considered as an indicator that encourages and favours the implementation of AMCs, especially in cases that growth comes from movements of people from other areas.

number of people with reduced mobility (disabled people, etc.)4

The passengers with reduced mobility include several types, such as (ECMT 2006): People with disabilities (which are visible): wheelchair-users; passengers using a

cane or crutches; blind or partially-sighted people (sometimes with a white cane or a guide dog; deaf-blind people, namely people with no or limited sight and who are also deaf or hard-of-hearing (with a red and white cane).

People with disabilities (which may not be visible): people with arthritis; individuals who are deaf or hard-of-hearing; persons with heart disorders; passengers with artificial limbs; people with intellectual disabilities or with mental health problems; blind, partially-sighted or deaf-blind passengers (who do not use canes or guide dogs).

People with reduced mobility (temporal or not): loaded with shopping bags; carrying luggage; with small children in push-chairs or buggies; other types of reduced mobility: unaccompanied minors, obesity, pregnancy, older people.

According to Oxley P. (2002), there are various ways or models used to define disability, but in functional terms the main categories are the following: Locomotion, which includes people who use wheelchairs and those who can walk

but only with difficulty often using some form of aid such as a stick or walking

3 Instructions for Population Age Pyramid Construction: Linda Lacey, Population Analysis for Planners,

online course content, USAID - From the American People, MEASURE Evaluation, M&E Learning Centre, access on 04.05.2014, from: https://training.measureevaluation.org/non-certficate-courses/pap/mpoppyr 4 “Disabled person” or “person with reduced mobility”: “any person whose mobility when using transport

is reduced due to any physical disability (sensory or locomotor, permanent or temporary), intellectual disability or impairment, or any other cause of disability, or age, and whose situation needs appropriate attention and the adaptation to his or her particular needs of the service made available to all passengers.” (Reg. (EC) No 1107/2006).

According to WHO, “Disabilities is an “umbrella” term, covering impairments, activity limitations, and participation restrictions. An impairment is a problem in body function or structure; an activity limitation is a difficulty encountered by an individual in executing a task or action; while a participation restriction is a problem experienced by an individual in involvement in life situations. Disability is thus not just a health problem. It is a complex phenomenon, reflecting the interaction between features of a person’s body and features of the society in which he or she lives.” (WHO)


frame. Approaching 70% of disabled people have locomotion difficulties: those with walking difficulties outnumber wheelchair users by about 10:1.

Seeing, which can be sub-divided into blind and partially sighted people. Hearing, which can also be sub-divided into those who are profoundly deaf and

those with impaired hearing, ranging from severe to mild deafness. Reaching, stretching and dexterity, frequently the result of arthritis, which can make

these movements painful and difficult, or of muscular dystrophy causing a loss of muscular strength, or of complaints of the nervous system.

Learning disability, making it hard to understand complicated information or to use complex machines (like some ticket machines).

It should be remembered that these categories are not mutually exclusive. Many disabled people, particularly older people, have more than one impairment.

unemployment rate and employment characteristics within the interested area: higher levels of unemployed, students, permanently sick, disabled and retired people provide a greater captive public transport market. This factor can be further supplemented by examining income levels and (more simply) car ownership (Wright Steve, 2009).

number of persons living in households with income below poverty level ethnic composition: some ethnic groups may be more dependent on public transport than others. Communication issues will affect the staffing of a Travel Dispatch or mobility-information Centre and publicity about the public transport services (Wright Steve, 2009), as well as the design of an AMC.

The demographic nature of adjoining statutory areas will impact upon the type and focus of public transport, e.g. it may be closer for people to travel into a neighbouring authority for the services/facilities (Wright Steve, 2009).

Other socio-economic indicators that could be considered:

- average household income - average life expectancy (which is linked with the health of the population and

people’s behaviour, such as following healthy lifestyle) - marital status - duration of residence - private vehicle (car, bicycle, other) ownership - educational status - literacy level (total population, by age and gender) - home ownership rates (owned, rented, etc.)

Availability of technology

The follwoing indicators (the majority of which are related to the population) could be used: - Geographic coverage and quality of mobile communications network:

they are affected by position of transmitter masts and obstructions (such as hills) between these and the end users. A first check on mobile communications coverage is to go to the web-site of the different providers and view their coverage maps to give an indication of the provider with best coverage. More precise information should be gathered by testing equipment in the field (Wright Steve, 2009).

- households owning a conventional landline telephone (or “telephone lines per 100 population”, (UN, 2007))

- household computer ownership (or “personal computers in use per 100 population”, (UN, 2007))


- percentage of people with access to internet (or “internet users per 100 population”, (UN, 2007))

- percentage of people using a mobile phone (or “cellular subscribers per 100 population”, (UN, 2007))

- percentage of people using a smartphone - percentage of people using mobile applications in general

This information is also critical since in some remote areas there is often lack of availability of mobile phone services which are very useful for the provision of real-time information, for reservations, etc. (ARTS N1).

In general the above indicators related to technology could be useful for two purposes: (i) identification of available media and communication channels that could be used for

the implementation of the AMCs (selecting the appropriate media mixture) , indicating the potential receivers of the messages, and

(ii) outlining the available technology infrastructure, the penetration level of the new technologies in the population and the social behaviour in the perspective of adapting the operational concept of PT services or expanding the provided passenger information services.

5.3 Sources, databases and illustration methods to be utilised

Way of presenting the data

Graphs, tables or/and maps demonstrating the territorial splitting of population could be very useful. This way, planners could have quickly and directly a view of the concentration of the population in certain settlements and hamlets.

Spatial data can be visualised using a wide range of tools and techniques, e.g. the “choropleth map” and the “cartograms” that can be used to express the importance of particular areas, etc.

The maps comprise a form of “geospatial analysis”, which requires the use of more advanced tools, such as GIS in order to have an immediate territorial vision and to make specific queries on a geographical basis. The various area sub-zones are coloured with different gradation of colours according to the number of inhabitants. This type of elaboration allows the understanding of the overlapping of the network of public transport with the distribution of the population (Vegni S., et. al. 2009). A map of the implementation area may present different layers of information in the appropriate scales (ARTS, 2001): - Map of the examined area which presents the location in relation to the whole country

or district - Map of the examined area with the following information depicted:

• Administrative limits (important when the examined area extends over 2 or more municipalities)

• Settlements • Main trip attractors

Sources and databases

Useful sources for required data are usually the national and regional statistical services. The population characteristics of an area are obtained from the National (or Regional, if any) Statistical Institutes. The most recent data available should be used and are usually


derived from the national census. Statistics gathered by the municipalities may help to update some of the census data (ARTS handbook). For a general overview national statistics are usually sufficient, but for detailed information the use of specific (household, phone, on-board, etc.) surveys may be recommended in order to retrieve information on the modal split, public transport usage, destinations, trip characteristics, access to telephone, etc. (ARTS handbook).

In case of considering certain target groups, awareness of where to “get hold” of these people in a situation where they are likely to respond to a survey is critical: e.g., if an area is known to have a high proportion of elderly people, and thus elderly will be the target group, the data collection may require additional information from stakeholders who specialise in the needs of elderly people (e.g. Age Concern, Social Services), while access to the target group can be achieved by visiting locations frequented by elderly people (e.g. residential homes, GP surgeries, clubs for the elderly) rather than attempting universal coverage of the target area. Similarly, if young people are the target group, visits should be made to educational facilities, youth clubs and other organisations which have young members (e.g. sports clubs) (Steve Wright, 2010).

Table 1: Main sources and databases for the Factsheet 1

Type of source or

database Brief description

Data to be

extracted

1

Urban or/and

regional

development plans

e.g. municipality plans (if any): for data on

the current use of the “land” and future

user needs in public transport and

changes in PT offer.

2

Other relevant plans

like trade and/or

industrial

development plans

they steer the development of trade or

industrial infrastructures in a specific area

3 Population Census

at country level

Census data records are the most

common and accessible source of

demographic data. The most reliable

population data are supplied by the

national Institute of Statistics of each

country. When these data are not

available, it is possible to refer to local

authorities such as Regions, Provinces or

Municipalities that can provide more

updated data, even if sometimes less

reliable (Vegni S., et. al. 2009).

Area and population

are usually readily

available statistical

data, once the

implementation area

has been defined as

equivalent to an

administrative unit

(ARTS, 2001).


6 Regional Public Transport Systems (reference to Factsheet 2)

In the WP3 six main means of transport were identified, particularly (1) buses, (2) bicycles, (3) pedelecs, (4) train, (5) taxis and (6) cars. Based on these means, a list of feeder services was produced, including mainly various forms of flexible, on demand transport services, either by buses, or taxis. The described services schemes in WP3 are the following: demand responsive connector; route deviation services schemes; dial a bus; a call bus service; paratransit services/ community transport; bus rapid transit; intermodal transit scheme; share taxis; bike sharing; car sharing; footpaths for non-motorised modes of transport; personal bus; park & ride; carpooling; pedi-bus.

It is obvious that the designation of a public transport system as regional one (addressed in this chapter) or as feeder one (addressed in the following chapter) is a matter of definition/ consideration, and thus rather subjective.

This could be better understood with some examples. For instance, a minibus on-demand service connecting a small village with a central station can be considered as a feeder system, while the connection of the station with the main town by a bus or train service as a “regional PT system”. On the other hand, if someone considers the fixed bus service from a place A to another place B as the main regional PT system, the view of the feeder service scheme/ system changes, since the route under question is limited from the origin (e.g. home) to the bus stop or station. In this case, a bike-sharing system, the walking infrastructure/ footpaths, etc. can be considered as a feeder scheme.

This consideration indicates that any existing public transport service can be handled as “regional” or “feeder” transport system, according to the targets of AMC planning and the planner’s rationale and willingness. Only walking fits exclusively in the category of feeding schemes, since it cannot be the case of transport for long distances at regional level. In other words, the regional or feeder character of a PT scheme “lies on the eye of the beholder”.

For facilitating the presentation of the schemes in an ease and straightforward way, it was decided to present in the chapter on the regional PT systems the fixed bus service, the fixed rail service and the flexible transport services. In the chapter on the feeder services, the schemes that are presented are the fixed route Bus systems, the flexible route systems, the Bicycle systems, the car sharing services, the carpooling services and the walking infrastructure/ footpaths. It is obvious that a planner has only to exploit in the best way the information presented in order to match the content of the both chapters to the peculiarities of his/her case under consideration.

The aim of this chapter is to present the data to be collected for the regional Public Transport systems. The sources and databases that could be utilised are also briefly outlined.

An area can be served by various types of Public Transport Systems i.e. busses, railways which may operate in different schemes. Here P.T. systems connecting an area with other areas are considered according to two main schemes:


The main parameters of the

fixed route bus systems for

which data should be collected in

the frame of the AMC design and

implementation include:

1. Size of area covered by PT

system

2. Population served

3. Operator – Company

4. Transport Authority

5. Personnel

6. The fleet of vehicles (rolling

stock)

7. Facilities and infrastructure

8. Operational result and

services produced

9. Implementation of new

technologies (ICT, etc.)

10. Travel information systems

11. Safety and Security

12. Accessibility

13. Environmental issues

14. Financial data

15. Innovation aspects

16. Services evaluation

- The P.T. system concludes in a Terminal in the area under study and people reach

their final destination (and vice versa) from the Terminal using a feeder system (“last

mile” transport)

- The P.T. system runs through the area serving many settlements and next returns to its

point of origin (e.g. main city)

Here the following main P.T. systems are distinguished:

1. Fixed route bus system: The conventional systems with fixed routes and bus stops.

2. Flexible route Bus system: A system with some degree of flexibility ranging from

small deviations from a fixed route to totally flexible routes and bus stops, according to

demand.

3. Fixed route rail systems: The conventional rail services with fixed lines and train

stations

The definition of data to be collected is as follows:

6.1 Fixed route bus systems

Size of area covered by PT system

Indicate the area (in sq Kms) served by the public Transport System in question.

Population served

Indicate the number of people served mentioning also the census where the data come from.

Operator – Company

Name the companies operating the specific service in the area. Their ownership status (public, private) and company size in terms of small, medium, large, megacarrier, etc. The regulatory framework they are working (e.g. if they have a contract from a transport Authority. You may also outline briefly the branding policy of the service, and the marketing and public relations policy/programme etc., if any applied.

Transport Authority

Name of the Transport Authority, brief outline of its jurisdiction

Personnel

Number of people working in the Transport company and their composition, drivers, controllers, service staff, administration staff.


The fleet of vehicles (rolling stock)

The main information needed is: Vehicle number, age (and condition) of vehicles, type of vehicles (e.g. for bus service: mini busses, medium busses, large busses). Other issues related to vehicles of lower importance for the AMCs include: vehicle maintenance, bus utilisation, accessibility provisions: for example, wheelchair accessible, capacities for wheelchairs and other mobility aids, wrapping of buses with the brand, etc.

Facilities and infrastructure

Bus (or rail) stations, intermodal facilities (Park&Ride, Bike&Ride, Park&Walk) combined with PT, bus (or rail) stops5 (equipped (standard equipment) or non-equipped).

Operational result and services produced

vehicle-km, completeness/ridership/occupancy [number of passengers/vehicle], public transport use, etc. (e.g. passengers per vehicle kilometre travelled; vehicle kilometres travelled per route; average number of passengers per run/ route; overall cost, income and balance per trip; overall costs, income and balance per vehicle kilometre; Costs per Passenger; costs per passenger and kilometre [¬/person x km]; other indicators, such as expenses (initial investments, operating costs, etc.), income (revenues from ticket sales, subsidies, etc.), funding etc.)

Implementation of new technologies (ICT, etc.)

e.g. integrated ticketing systems

Technology and Communications could be considered taking into account the: use of computer hardware and software; quality, coverage, type (analog or digital), and availability of radio, cellular, and other wireless communication services; quality, type, and availability of communication services to connect to the Internet and public data networks; quality and availability of local technical support for computer and communication systems (TCRP REPORT 76). The technologies that most often will yield significant benefits to rural transportation agencies are as follows (TCRP REPORT 101):

Fleet Management, including: Communications systems; Geographic information systems (GIS); Automatic vehicle location (AVL) systems, and Operations software;

Systems Management, including: Financial management and accounting software;

Traveler Information, including: Pre-trip information systems; In-terminal/wayside information systems; In-vehicle information systems; Multimodal traveler information systems; Electronic fare payment, and other technologies, such as automated service coordination.

Travel information systems

Describe briefly travel information systems available to passengers (e.g. maps with bus routes, flyers with timetables, time tables at bus stops, internet information). Availability of passenger information system: Availability of the following should be indicated in relation to passenger information systems: printed material i.e. booklets, maps, guides, flyers; material in Bus stops and terminals. Timetables, QR codes; internet info availability, on

5 The relevant data may include information on the (i) number of stops and the (ii) stop design: [branded

or not] shelter; large sign; benches; bicycle racks; posted schedule and real‐time arrival information; use of QR codes, etc.


appropriate sites; ITS info: in Bus stops, in vehicles via smartphone, via conventional phone and via telephone call centre.

In particular, also concerning: integrated travel information via ICT, bilingual (or multilingual) information provision, information devices (electronic boards at stops; timetable via internet, etc.); etc.

Methods that users may use to access travel information could include: on-line via the internet; sms message; fixed line telephone; via mobile phone (smartphones); on-street via displays at bus stops, on-vehicle via scrolling displays on the bus; etc.

Safety and Security

- Safety and security on – vehicle number of accidents, passenger perception (if data

available)

- Safety and security at waiting/interchange points, number of incidents, passenger

perception (if data available)

Accessibility6

- Vehicle accessibility: Existing facilities in vehicles (ramp. Lift, special rears, alternative

information provision (for visually and hearing impaired))

- Bust stop accessibility and comfort

- Special design of bus stop, existence of seats

6 The accessibility can be evaluated, more thoroughly, taking into account issues like: (1) availability of

transport services; (2) accessibility (physical) to transport services, for example: the provision of vehicles with easy physical access (e.g. number/percentage of busses equipped with low floors, number of places reserved for wheelchairs, push chairs and children’s trolleys, infrastructure system of the bus stop platform and vehicle bus floor, distance between the platform and the vehicle step, etc.); (3) accessibility of the area and route: roadside environment (traffic calming, etc.); disposition of the stops; organization of pick-up services. Indicators could be the: number of obstacles on the way to a PT-stop (within a radius of 300m); average distance between the PT stops; distance to the nearest bus/train stop; (4) training for drivers to offer assistance; accessibility to destinations, etc. The following relevant indicators have been proposed ([LIMIT4WEDA, 2013]; [Mediate, 2008]):

- Accessible vehicles and built environment: the way to and from public transport barrier-free and easy to find?

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

- Platform accessibility: Platforms have level access to vehicles and to pedestrian network, are smoke-free and have audio and visual announcements. Share of platforms (%) Share of lines (%)

- Vehicle accessibility: Vehicles have low floor, kneeling and/or ramps, designated place for wheelchair users and both audio and visual announcements. Share of vehicle-km (%) Share of lines (%)

The high degree of intermodality and the improved fair and intelligible tariff system can be evaluated considering the following (ARTS, 2001): - Implementation of P&R, B&R, K&R facilities (parking sites; garages; parking facilities for bikes) - The operation of a mobility/information centre (e.g. in the municipal office); provision of folders and time-

tables of PT-services for all households; integration of new technologies in the provision of information (internet, telematics, etc.); development and distribution of understandable, up-to-date and easy to read information materials

- One ticket for multiple services; electronic ticketing; cheap tariffs for certain user groups; discounts for multi-users


Environmental issues

- Energy systems and energy use

- Gas emissions

- Noise levels

Financial data

- Income basis for service, type of funding

- Operating cost per average trip

Innovation aspects

Various innovative technologies and approaches may be applied on bus systems nowadays, in order, among others, to: improve travel times (reduce the need to have differential journey times between peak and off peak hours); provide a comfortable way of travelling and a reliable service and schedule; enable users to rely on advertised journey times, increasing confidence in the service; use high capacity and low emission & fuel saving vehicles, type of traction concept (e.g. gas, diesel, electric, ethanol, hybrid), etc.

Innovative actions may, in brief, include: provision of dedicated lanes for public transport; priority for public transport at traffic signals; use of real time data to control public transport operations and improve planning; improvement of safety in modes and at stops; provision of website with detailed information; integration of public transport with cycling, etc.

In the case of rural transport services, innovative features may include service-innovations (e.g. flexible routes, on-demand services, volunteer schemes) and organisational innovations (e.g. integration of existing services for special passenger groups, co-operation between different administrative bodies), as well as technology-innovations (e.g. transport telematics, travel dispatch centres, real-time travel information) (ARTS N2).

In particular for the demand responsive services, the following characteristics could be considered: Number of settlements served; Number of areas served; Routes (on demand); Length (on demand); Stops (on demand); Checkpoints; Special notices, such as priority criteria, etc., existence of travel dispatch centre and operating hours; latest booking time before trip (hours); Bookings by telephone, letter, fax, e-mail, etc.; transmission to the operator, e.g. mobile phone, Fax, e-mail, GSM Fax, GSM Data terminal; Software used; other Special conditions of on-demand service (ARTS, 2001). State any Innovative practices which have been identified in the area.

Services evaluation

Based on either a “users' satisfaction” survey or evaluation (level of service) indicators.

Miscellaneous: other secondary parameters

Apart from the above main parameters described, there are also other aspects of the fixed PT services of secondary importance that could be used for an in-depth and thorough PT system’s analysis. Although they may be considered as out of scope for the aims and limitations of the AMC design and implementation activities within SmartMove project, there are presented for completeness reasons.


- Level of service and service characteristics7: The service levels of public transport should be investigated in terms of: service design defining the routes: route type, origin destination relationship, boarding and alighting characteristics; timetables (on demand, fixed, etc.); hours of operation; frequency; routes; service level during working/vacation days or particular time periods like night hours (usually, there are customised types of timetables for the workdays, Saturday and Sunday, when lower service level is provided); schedule (days of week); PT travel speed/ PT travel time; schedule reliability, network density (kms of lines per km2), mean waiting times at stop; mean journey times; safety and security of service; eligibility criteria for passengers and the advance notice requirements for booking.in the case of on demand services; available amenities, such as free Wi-Fi, bike racks, etc.

- Fare policy: Information on fares includes not only the amount paid for a regular / return fare, but also methods of payment, discounts, differentiation by user group, availability of monthly passes and through ticketing availability (ARTS, 2001). For instance, fare control, ticketing, single fare: based on distance, free, etc., special fares: monthly tickets available for certain users groups, discounted return fares, fare scales; special conditions: e.g. tickets must be purchased in advance, driver collects the fare, etc.

- Passengers’ satisfaction & awareness of PT services: It may be necessary to consider findings from user satisfaction surveys to gain better insight into the passenger’s opinion of the transport services. User awareness and passengers’ satisfaction can be evaluated via users’ questionnaire surveys. Main types of users may include: regular users (no car, no driving licence, do not want to drive, physical limitations), commuters, older, disabled, youth, home-office, tourists, etc. Passenger satisfaction with service may address issues like punctuality and reliability (do they run when they are supposed to?), comfort of service, seating availability or vehicle capacity (number of seats/storage space), frequency (at different times of day / week), operating hours, locations of stops, facilities at roadside stops (shelters, lighting, understandable timetables), experience of interchange between modes or user perceptions of ease of interchange, number of complimentary comments and complaints received from passengers; physical access to vehicles (step heights, passenger lift/ramp); keeping the vehicles clean, comfortable and well maintained, etc.8

- Intermodality: The high degree of intermodality and the improved fair and intelligible tariff system can be evaluated considering the following (ARTS, 2001):

7 Two European Standards created to help define (EN13816, 2002) and measure (EN15140) service quality,

cover eight attributes of the public transport service (Richard Anderson, 2013): (1) Availability (extent of the service offered in terms of geography, time – operating hours –, frequency and transport mode), (2) Accessibility (access and egress to/from the public transport system including interface with other transport modes), (3) Information (systematic provision of knowledge about the system to assist the planning and execution journeys), (4) Time (aspects of time relevant to the planning and execution of passenger and train journeys, including journey time, punctuality and reliability), (5) Customer Care (service elements introduced to match the requirements of any individual customer, including staff reaction to customer complaints and kindness of staff), (6) Comfort (including crowding, cleanliness and service elements introduced for the purpose of making public transport journeys as comfortable as is reasonably possible), (7) Security (offering safety and security to customers for the whole journey), (8) Environmental Impact (effect on the environment resulting from the provision of a public transport service, e.g. pollution and noise). 8

Other parameters to be assessed include: integration with other transport services (links, through ticketing, etc.); areas served (available to all settlements?); destinations served (available to all key locations?); flexibility (routing, deviation on demand); fare levels/price; ease of access to / success in booking (if required); information about the service (ease of access, clarity).


“Flexible Transport Services (FTS) is an emerging term which covers services provided for passengers (and freight) that are flexible in terms of route, vehicle allocation, vehicle typology, fleet operator, type of payment and passenger category. The flexibility of each element can vary along a continuum of demand responsiveness from services where all variables are fixed a considerable time before operation (e.g. a conventional public transport bus route) to services whose constituent variables are determined close to the time of operation” (Nelson J., et. al., 2010).

Implementation of P&R, B&R, K&R facilities (parking sites; garages; parking facilities for bikes)

The operation of a mobility/information centre (e.g. in the municipal office); provision of folders and time-tables of PT-services for all households; integration of new technologies in the provision of information (internet, telematics, etc.); development and distribution of understandable, up-to-date and easy to read information materials

One ticket for multiple services; electronic ticketing; cheap tariffs for certain user groups; discounts for multi-users

6.2 Flexible route bus systems

Flexible Transport Services (FTS) refer to wide set of services, often referred to as Paratransit (in American literature) or Demand Responsive Transport (which basically comprises just an element, the main one, of the FTS).

The specific description of all data required, is the same as in Factsheet2/ 3.1 Description of fixed route Bus systems9.

Figure 3: The Demand Responsiveness of Public Transport.

Source: (Brake, J. F., et. al., 2006)

The key additional parameter here is the: “Type of Flexible Transport Service”. Various types of flexible transport services exist such as:

- Demand responsive transport 10

9 Instead of typical bus stops, in the case of on-demand services, simple checkpoints may be used.

10 Demand Responsive Transport services (DRT): Particularly for the demand responsive transport services

(DRT) that are usually exploited as feeder services in rural areas, some of the key performance data proposed by TCRP REPORT 136 and their definitions are presented below (TCRP REPORT 136):


- Community transport - Special needs transport - Car sharing, carpooling schemes (some authors include also these schemes)

DRT systems have exploited ICT for their operation and organization enabling via Travel Dispatch Centres (TDCs) booking and reservation. In these cases, DRT systems usually include (1) the Travel Dispatch Centre (TDC); (2) devices for users to access the DRT system; (3) on-board units; and (4) the communications network.

Regarding the categorisation of the route of DRT services, the following definitions are in common use (KonSULT; DfT, 2002):

- Many to one: This routing pattern involves a vehicle picking up individual passengers from locations specified by them (perhaps their home), and taking them to a single destination. This has the focus on bringing people to a fixed point (e.g. a bus or rail interchange or even a park and ride site).

- One to Many: This is a routing pattern where passengers are picked up from a fixed boarding point and taken to disparate destinations, on demand.

- Many to Many: This is the routing which allows the service to pick up passengers from various locations, on demand, and taking them to disparate destinations (within a defined geographical area of operation), again on demand.

Another typology proposed by Enoch et. al. (2004) (KonSULT; Enoch et. al. 2004) is based on the DRT operations model, particularly:

- Interchange DRT: DRT for the purpose of providing feeder links to conventional public transport.

Vehicle-Hours: Vehicle-hours measure the time from when the DRT vehicle leaves the garage (or other

starting location) to go into service until the time that the DRT vehicle pulls in after completing service “pull-out to pull-in.”

Vehicle-Miles: Vehicle-miles include the miles from when the DRT vehicle leaves the garage (or other starting location) to go into service until the time that the DRT vehicle pulls in after completing service - “pull-out to pull-in.”

Passenger Trips: The data element passenger trips is also called ridership. Accidents: Data on accidents and other safety-related incidents are important for all transit systems to collect

and assess. On-Time Trips: On-time trips are those trips where the DRT vehicle arrives at the scheduled pick-up location

within the DRT system’s definition of on-time. Completed Trips: Completed trips are those trips where a passenger is transported from an origin to a

destination. No-Shows: A no-show is defined as a failure of a rider to show up for a scheduled trip at the scheduled time

and location, when the vehicle has arrived in a timely manner (according to the DRT system’s definition of on-time), and when the rider has not cancelled the trip in advance.

Late Cancellations: A late cancellation is a trip cancellation that is made shortly before the vehicle is scheduled to arrive.

Missed Trips: A missed trip is defined as a failure of the vehicle to show up for a scheduled trip. Trip Denials: A trip denial is a DRT trip that is requested by a passenger, but that the DRT system is not able

to provide typically because capacity is not available at the passenger’s requested time. Travel Time: Travel time is the time that the passenger spends on-board the vehicle from time of boarding to

arrival time at the destination. Complaints: For a transit system, a complaint is an expression of dissatisfaction by a passenger or the

passenger’s representative over some aspect of service. There are many different measures that might be used, depending on the areas of interest for a rural DRT system, such as (TCRP REPORT 136): Rate of use by seniors (total trips by seniors divided by total trips); Rate of use by people with disabilities; Percentage of trips to/from congregate meal sites to total trips; Percentage medical trips (total trips to/from medical facilities divided by total trips); Number of employment trips provided per day; Number of individuals using DRT for independent living; Passenger feedback on service quality.


- Network DRT: As part of an overall network of public transport service provision, DRT services are operated only at particular times or in particular routes or both.

- Destination Specific DRT: similar to Interchange DRT but could encompass particular destinations such as airports, employment locations, health, shopping, social and leisure destinations.

- Substitute DRT: DRT replaces conventional public transport.

6.3 Fixed route rail systems

The specific description of all data required, is the same as in Factsheet2/ 3.1 Description of fixed route Bus systems.

6.4 Sources and databases to be utilised

Information and data relevant to the public transport systems can be usually found in the following sources:

Table 2: Data category and data source for the Factsheets 2, 3 and 4

Data category

Data source

Fie

ld r

es

earc

h –

pri

mary

data

Websites of the public transport operators

Contacting directly the public transport operators by phone, email, personal interviews, etc.

Data derived from traffic control centres (e.g. on traffic, accidents, congestion, etc.)

Data collection relevant to local stakeholders: It will be initially derived from the users expert knowledge, as well as from outputs

of other consultations in the area. It can be found also by direct consultation with stakeholders

Se

co

nd

ary

data

Surveys on passengers’ satisfaction

Collected data (study of the target area, behavioural survey, market research, etc.)

Service Area Map giving details of routes operated: on the map each route of the service(s) could be marked. Stops, transfer points, connections with the rest of the PT system, central stations and depots can be also marked on each route. In case of on-demand services, the borders of the areas served are drawn and the locations of checkpoints for service lines or on-demand systems are included (ARTS, 2001)

Details on existing services are usually known to Local Authority/Municipality Public Transport planners.

Published timetables also provide a useful reference source. The detailed route timetable information for these services can be obtained from a local journey planner site if available. This can provide details on service availability at different times of day and times that specific services stop at potential interchange points (Wright Steve, 2010)

Through the combination of information obtainable from these sources planners can (Wright Steve, 2010): identify operators of existing services (stakeholders) highlight between which areas and at which times of day there is no existing

service obtain an overview of services operating in a selected area highlight spatial gaps in current provision and identify specific service start and end points


7 Public Transport Feeder systems (reference to Factsheet 3)

7.1 “Last/ first mile connectivity” and catchment areas

As an individual’s ‘trip’ is considered the entire journey between origin to destination by utilising a number of transport modes (in combination or not). Public transport comprises usually the core of such trips, while users must complete the first and last portion from and to nearest transport stop/station (hub) on their own using a variety of mobility options, such as bike share, shuttles/feeder services, car share/ride share, rail connections, etc. The phrase “last mile” has originally been used in the telecommunications to describe the technologies and process used to connect the end customer with a communication network, and implies the final or first initial leg of delivering connectivity – from origin to transport system (or distance traveled before boarding transit) and from transport system to destination. The actual distance of the leg may be considerably more than a mile, especially in rural areas (Chidambara, 2012).

Last mile connecting services enable commuters to easily connect or transfer to mainline rail or bus lines, either at the commencement or the end of their trips. The traveler’s reverse trip is also an important aspect of last mile connectivity. A reverse trip can be differentiated from the initial trip due to, among others, the time of day, traffic, time of year, etc. Often “last mile connectivity” is considered as synonymous with feeder services. However, it is much more than just a feeder service, since it incorporates: easy availability of mode and options; the time and cost incurred in the last mile ease of changing between modes; ease of walking/cycling to/from stops/ stations (Chidambara, 2012).

Researchers have summarized findings concerning walk-to-transit “catchments” areas (namely the geographic range of access to transport services) – documenting 29 studies

that suggest 0.5-mile (0.8045 km) “catchment areas” in residential locations and 0.25-

mile (0.4023 km) catchment areas for access to work sites (Bradley Flamm, Charles Rivasplata, 2014; Erick Guerra, et. al., 2012). By coordinating and connecting bicycle travel with core transport lines, the potential to expand and enlarge transit “catchment” areas, by permitting areas more distant from transport stops and stations to be accessible via a faster-than-walking, non-motorized mode, is provided. (Bradley Flamm, Charles Rivasplata, 2014).

7.2 The Public Transport Feeder systems

As main “Last/First mile” connection systems or “feeder systems” to the Public Transport connecting an area are considered the following:

Fixed route Bus systems

Bus lines may serve an area for the purpose of bringing/distributing people to/from a main station or intermodal point. E.g. a bus line crossing an area and connecting it to a Railway station. In this case one should also consider the connections from the place of origin (e.g. house to the Bus stop also from the final bus stop to the final destination i.e. all the parts are consisting the travel chain.


Flexible route systems

This is a wide variety of systems which take various service forms i.e. - Deviation from a fixed route bus line - Demand responsive services

- Where preferences are stated within a defined time period - Where preferences can be stated on real time - Service takes place as a collective door to door service - Collection or distribution points

Bicycle systems

- Private bicycle systems where their use is facilitated by the provision of public infrastructure such as dedicated or non-dedicated bicycle ways, organised parking places, park and ride schemes

- Public bicycles systems where vehicles are provided for free or hired applying a certain service scheme

Car sharing services

Many users subscribe to a car sharing system where the share, the use of a certain number of vehicles paying a fee.

Carpooling services

Users may share a vehicle in realising a certain trip from a place of origin to a place of destination usually sharing also costs. An appropriate system (usually web based) facilitates the matching of demand with supply.

The data requirements for describing Feeder Systems in the area under study are presented in Factsheet 3.

Walking infrastructure/ footpaths

Concerning 3.1 “Description of fixed route Bus systems”, the data requirements are the same as in Factsheet 2.1 “Description of fixed route PT feeder systems”, thus are not repeated here. Concerning 3.2 “Description of flexible route systems”, data requirements are similar to Factsheet 2.2, thus they are not repeated here. Concerning 3.3 “Bicycle Systems (Bikes, e-bikes, pedelecs).

Here also common characteristics such as size of the area covered, population served, Operator companies, No of organised stations, existence of Bikeways (dedicated, non-dedicated), use of appropriate maps, intermodality facilitation – Integration (e.g. possibility to enter busses, trams, trains), Income basis of the service and its quality (if there are available any relevant surveys), etc..

Concerning 3.4 “Car sharing services”, data requirements refer to:

- Size of area covered - Population served - No of vehicles - Operator company/ies - Participants in the scheme - How the system operates: Pick up places and service characteristics - Charges


- Quality of service

Concerning 3.5 “Carpooling services”, data requirements refer to:

- Size of area covered - Population served - No of vehicles - Operator company/ies - Participants in the scheme - How the system operates: service characteristics - Charges - Quality of service

Concerning 3.6 “walking infrastructure/ pathways”, data requirements refer to:

- Size of area covered by PT system - Population served - Characteristics of users - Service implementation characteristics - Safety and security - Quality of service


8 Mobility behaviour (reference to Factsheet 4)

8.1 General overview on the field of mobility behaviour

There is a lack of understanding of the role of user behaviour in modal choice and mobility patterns and it is not yet fully clear how major societal trends, such as ageing or urbanisation, or trends in family composition, working and living patterns, impact on user behaviour (EC).

The mobility behaviour (including among others: the preferences in transport mode [mode choices], the frequency of living home/ travel frequency, the number of daily trips, the average length per trip/total distance, etc.) may differ in terms of the following (mainly objectively) measurable factors: - working and living patterns or labour conditions: being retired or active working - living area type: urban/ rural, metropolitan/ non-metropolitan: the mobility patterns may

differ at different spatial levels (e.g. urban, peri-urban, rural, regional, national, European, etc.).

- purpose/ scope of trip: e.g. leisure activities, recreation and social life, such as accompanying and visiting activities/friends-relatives, work, shopping, education, etc.

- household structure and size or family composition: multi person household, single person household

- age: elderly, young people etc. - gender: behaviour of women and men - medical condition or disability affecting ability to travel - income - employment: e.g. employed; other non-employed; retired; unemployed; home duties;

student - education level - car ownership level - car availability - mode availability and parking - costs - travel time - free time / time availability - infrastructure - preferences and attitudes

Approximately 4 out of 5 trips start at home and therefore home is the most important source for trips. Accessibility of transport systems at the place of residence is one of the determining criteria for selecting transport mode. Although several external factors (e.g. region’s structure, the mobility offers and infrastructure, the topography, the distribution of workplaces, social institutions and other opportunities or political frame-conditions) and especially infrastructural factors have a great impact on mobility behaviour, individual patterns of mobility also diversify depending on personal factors, particularly on socio-demographic characteristics (e.g. age; sex/gender; education; profession; social conditions: financial budget, working conditions, way and stage of life; activities and social contacts) and attitudinal factors (e.g. values, norms and attitudes, namely symbolical estimations of transport modes, which affect preferences and habits) (ADD HOME).


The preferences and attitudes are related, among others, to environmental awareness, the relative usefulness of cars compared to public transport as a travel mode and the views on extending parking areas (van Wee B., et. al., 2002).

Situational factors and social behavioural factors such as attitudes and opinions, experiences, habits and environmental awareness have been neglected in the past and they need to be considered. Psychological, personal, social and cultural determinants need to be taken into account when developing recommendations influencing mobility behaviour. The various measures need to be adapted according to the different types of mobility decisions, while specific target groups should be identified to be addressed by the measures (USEmobility Project, 2011).

The following figure illustrates the various factors of influence on individual mobility behaviour. Figure 4: Factors of influence on individual mobility behaviour

Source: (ILS NRW)

8.2 Cultural dimensions

Culture consists of patterns of thinking which parents transfer to their children, teachers to their students, friends to their friends, etc., and being a collective component is being reflected in the society and how people react and interact. However, it refers to a central tendency and is reflected in the meaning people attach to various aspects of their lives, the way of looking but it cannot determine in an absolute way the behaviour of individuals and sub-groups. Hofstede defines culture as “the collective programming of the human mind which distinguishes the members of one society group from those of another”. (MAX, 2009).


It is hypothesized that in the case of travel awareness campaigns, cultural differences could be explained quantitatively by the four dimensions of the 5D model proposed by Hofstede (2001), which may affect the receptiveness of the target audience in different countries and consequently the triggers required to bring about modal switch (namely, Power Distance, Individualism, Masculinity and Uncertainty Avoidance). This could affect the design of the campaign. (MAX, 2009).

Table 3: The 5-dimensional model of cultural characteristics

Dime-

nsion

Characteristics

Low High

Po

wer

Dis

tan

ce

The extent to which the

less powerful members

of society accept that

power is distributed

unequally.

Low dependence needs

Inequality minimised

Hierarchy for convenience

Superiors accessible

All should have equal rights

Change by evolution

High dependence

Inequality accepted

Hierarchy needed

Superiors often

inaccessible

Power holders have

privileges

Change by revolution

Ind

ivid

ualis

m

Collectivism: people

belong to in-groups

(families, clans or

organisations) who look

after them in exchange

for loyalty.

Individualism: people

look after themselves

and their immediate

family only.

“We” consciousness

Relationships have priority over

tasks

Fulfil obligations to family, in-

group, society

Penalty: Loss of face and

shame

“I” consciousness

Private opinions

Fulfil obligations to self

Penalty: Loss of self-

respect and guilt

Mascu

lin

ity

Femininity: the dominant

values in society are

caring for others and

quality of life.

Masculinity: the

dominant values are

achievement and

success

Quality of life, serving others

Striving for consensus

Work in order to live

Small and slow are beautiful

Sympathy for the unfortunate

Intuition

Performance ambition, a

need to excel

Tendency to polarise

Live in order to work

Big and fast are beautiful

Admiration for the

successful achiever

Decisiveness

Lo

ng

term

pra

gm

ati

c

The extent to which a

society shows a

pragmatic future-

oriented perspective

rather than a

conventional historical

or short-term point of

view

Absolute truth

Conventional/traditional

Concern for stability

Quick results expected

Many truths

Pragmatic

Acceptance of change

Perseverance


Dime-

nsion

Characteristics

Low High

Un

cert

ain

ty

Avo

idan

ce

The extent to which

people feel threatened

by uncertainty and

ambiguity and try to

avoid such situations.

Relaxed, less stress

Hard work is not a virtue per se

Emotions not shown

Conflict and competition seen

as fair play

Acceptance of dissent

Flexibility

Less needs for rules

Anxiety, greater stress

Inner urge to work hard

Showing of emotions

accepted

Conflict is threatening

Need for agreement

Need to avoid failure

Need for laws and rules

Source: (Itim International, 2007, 5-D pocket guide, Country scores and definitions)

8.3 Some general remarks and findings on transport and mobility behaviour

- Income and car ownership: There is a close connection between the level of income and the number of private cars per household. The higher the income, the more cars per household (ADD HOME).

- Household size and car availability: Groups without a car are especially apprentices and pupils, single retired persons as well as students. The majority of the single households have at least one private car available, as well as single parents, retired person households and people living together. Households with more than one car are mainly households with adult persons and households with little children or pupils (ADD HOME).

- Age and personal mobility: Disabilities and medical conditions increase significantly with age. Half of those 85 or older have such a condition affecting their ability to travel. For most of them, it results in reduced day-to-day travel. Also, decline in travel is found in terms of number of trips and trip distance with age. (Mattson J., 2012).

- Gender and driving & trips taken: older men are more likely to drive and take more trips in comparison with older women. However, this gap is narrowing as the percentage of women 85 or older driving has increased and the number of trips taken by them has increased (Mattson J., 2012).

- Age & disability and mobility: Of those not making a trip in the last week, younger individuals and those with medical conditions or disabilities are more likely to want to get out more often (Mattson J., 2012). Older drivers tend to be safer than is commonly believed. They have fewer reported crashes per capita or per number of drivers. The most important safety concern is their frailty and consequent vulnerability to personal injury or death in a crash. Older pedestrians have higher fatality rates than younger ones; they account for nearly half of all pedestrian fatalities in many OECD European countries (OECD, 2001).

- Transport mode and perceived travel time: It is claimed that travellers usually overestimate the travel time by public transport modes in contrast to the one by car.

- Type of area and mobility: The car is the dominant transport mode used for covering distances between

rural and urban spaces, especially for leisure activities. Transport behaviour in the rural population is characterised by different factors such as availability of service facilities, workplaces, etc.. The daily travelled distances and the share of


trips made by car are significantly higher in rural areas than in urban areas (Rural mobility 1).

In rural areas, car ownership is typically higher than elsewhere. However, a substantial proportion of the population has not access to cars, either through living in non car-owning households, or not having use of a car at certain times of day or week (White P. 2011).

Rural public transport demand stems primarily from younger people (especially in travel to and from education), and travel by older people, with relatively little demand for the adult journey to work. (White P. 2011).

In many countries, because of an ageing population in rural areas, the number of potential public transport users is still increasing – mainly among the elderly who do not have access to a car and therefore are particularly dependent on public transport (ARTS, N1).

In rural areas, usually, relatively low population densities spread out over large geographic areas generate increased auto travel and possibly longer travel times, and highlight the need for increased reliability in PT services (Caltrans, 2006).

People travel mainly in order to participate in activities such as living, working, thus travel may be regarded as the result of spatial and infrastructure patterns. Preferences for modes, particularly car, public transport and cycling influence the number of trips, as well as the distance travelled by mode (van Wee B., et. al., 2002).

The flash Eurobarometer survey on “Europeans’ satisfaction with urban transport” (Flash Eurobarometer 382b, 2014), was conducted to analyse EU citizens satisfaction with a number of features of “urban” public transport in 28 Member States using a sample of 28,036 respondents aged 15 years old or more. The survey indicates that the level of urbanisation influences the level of satisfaction in the case of certain features. 11

Table 4: Personal and household characteristics related to preferences for modes

11

Some general total results for all countries concerning the level of “urbanisation” and its impact on the

satisfaction:

Frequency of use: respondents in large towns (51%) are almost twice as likely to use urban public transport weekly as those in small to mid-sized towns (27%) or in rural villages (20%).

Length to get to the nearest station or stop: 65% of those living in rural areas live less than 10 minutes to a bus, metro or tram station, compared with those living in a large town (87%) and those living in small/mid-size town (78%).

Ease of buying tickets: respondents from rural villages are the least likely to be satisfied with ease of buying tickets (70%), followed by those from small/mid-size towns (74%) and large towns (77%).

Frequency of service: respondents from rural villages are the least satisfied (65%), followed by those from small/mid-sized towns (69%) and large towns (74%).

Satisfaction index of urban public transport stations: respondents living in large town are only slightly more likely to have a “high” or “good” satisfaction (37%, 27%) than those who live in a rural village (35%, 26%) or small/ mid-size towns (35%, 25%).

Satisfaction index with travels by urban public transport: 52% of respondents living in rural areas have either a “high” satisfaction or a “good” satisfaction with travels by “urban” public transport, whereas this is the case of 56% of those who live in large towns.

Punctuality and reliability: there is not any significant difference in satisfaction according to the level of urbanisation. However, there are differences in net satisfaction (satisfied minus dissatisfied) between respondents in rural villages and small/mid-size towns (+52 and +51) versus those living in large towns (+43).

Price of tickets: similarly with the case of “punctuality”, the net satisfaction is considerably worse among respondents from rural villages (-7) than those from small/mid-size towns (-9) and large towns (-15).

County-level findings (disaggregated results) can be found in the same report of Flash Eurobarometer 382b.


Source: (van Wee B., et. al., 2002)

According to the results of the table, people owning a car, people with higher incomes, people with larger households, men and people younger than 46 (at a 95% confidence level) have a more than average preference for cars. This relationship may be explained in two ways, either considering that people with a preference for cars will more likely own a car, or car ownership and car use may result in a preference for cars. Research results indicate also that people with a preference for cars are less likely to adapt their residential location according to their preference than people who prefer to travel by public transport (van Wee B., et. al., 2002).

Table 5: Personal and household characteristics related to the question of preferences for

modes influenced residential choice

Source: (van Wee B., et. al., 2002)

8.4 Surveying travellers (current and potential PT users)

Examination of the current public transport users

The examination (or investigation) of the mobility habits of all the people in the implementation area is considered a useful tool to obtain a real and significant set of information to design an AMC. It is necessary also to have a wide and in depth knowledge of the current users of public transport services in the area. The “phone” based survey is one of the best methods for investigating the transport demand and collecting primary data. The primary investigation of the current users could be made in two places: (i) on board/ on the transport vehicle, and (ii) on the ground (e.g. at the bus station, at the railway station, at a metro station, etc.).

Two different types of surveys could be carried out (Vegni S., et. al., 2009 & PROCEED, 2009) to gather demand information:

a) counts of the picked up and dropped off users (or monitoring of ridership figures): the survey is usually carried for a sample of the overall offer of transport. For each bus stop


the surveyor have to fill in a cell with the number of the users picked up and dropped off. The amount of the users counted, after an expansion to the overall offer of transport, represent the universe of the public transport users for the line (or lines or entire public transport network).

b) interviews of a sample of the counted users (and analyses of existing public transport demand that are mainly done by market surveys inside the vehicles during the trip): Passengers are counted and asked. The content of the interviews on board or on the ground have to be reduced compared to a phone based interview, since they are frequently carried out in uncomfortable conditions. Some necessary fields to be included are usually: socio-economic profile, trip purpose, origin, destination (trip length and transfer information), ticket use, time of the journey in the opposite direction, number and types of means of transport used to complete the journey, etc. (e.g. customer satisfaction).

Examination of the potential public transport users

Of primary importance is considered to be the knowledge on the travel habits not only of current public transport customers, but also/mainly the ones of the potential PT passengers. This includes many people forced to use private transport modes because current public transport services do not fit their requirements for different reasons like a low service level in particular periods or the absence of specific connections. In order to obtain adequate knowledge of users requirements/needs (both in terms of mobility demand and other characteristics), it is useful to carry out a survey with a statistical representative sample of users that provides both quantitative and qualitative information (Vegni S., et. al., 2009).

The main investigation tool to analyse the current demand are on-field surveys such as direct interviews and passengers counting on-board and/or at bus stops, etc. Other potential users can be investigated with different ways such as phone interviews (it allows the coverage of all types of - both current and potential - users demand and mobility needs), focus groups and/or direct interviews at home. The appropriate establishment of the sample is significant towards reaching representative results. (Vegni S., et. al., 2009).

It may be also useful to build up a database with the main origins and destinations inside the study area. Moreover other qualitative information like customers’ opinion on the current transport network and PT service, etc., could be investigated (Vegni S., et. al., 2009).

The content of a typical survey on travel behaviour

The content of a typical survey on travel behaviour contacting directly travellers may examine the following issues (Vegni S., et. al., 2009) & (ARTS, 2004): - Age and gender - Village the person lives in - Main occupation - Driving license - Car ownership - For the outward journey (in a standard weekday)

• Origin: Place (inside the examined zone); Street/Square with street number; Departure hour

• Destination: Type (closed answer with a limited number of possible answers); Place (Municipality); Street/Square with street number; Arrival hour


• Frequency of travel: number of trips in a standard week, (e.g. never, rarely, once a month, once a week, 2 or 3 times a week, every day)

• Modes of transport mainly utilised (in case of more than one mode of transport it is necessary to indicate the sequence of different modes e.g. by bike to reach the railway station and then by train to reach the final destination)

• Possible alternative transport modes • Reason of non-use of alternative transport modes (closed answer) • Trip purpose • Time of return • Global judge on outward journey

- For the return journey: if return journey does not have the same modalities as the outward journey it is clearly necessary to specify the differences.

- General journey questions • Medium expenditure for journey (in a week or in a month) • Reasons of no-use of public transport (if the interviewed person does not use public

transport) (close answer plus a blank field for free answer) • Suggestions to improve mobility in the examined area (free answer). • Ability to drive and access to vehicles: can the person use the car/does the person

get a ride when he/she needs • Motorbike ownership and usage - Did the person need to go somewhere the

previous day but could not, what would the purpose have been, reason for not being able to go

• Existence of a public transport connection from the area where the respondent lives to a main destination

• Does the person know the timetables • Has the person used the public transport services - Why not • Opinion of public transport services: suitability of schedules, accessibility of the bus

stop, getting in and out of the vehicle, friendliness of the driver, driver’s willingness to help, ratings from very good/very easy to very bad/very difficult

• Opinion of taxi services: booking a ride, getting in and out of the vehicle, friendliness of the driver, driver’s willingness to help, ratings from very good/very easy to very bad/very difficult

• Connections from the area where a person lives to a main destination in general • How do they find out about public transport services? Media / locations used • General comments, other comments

The questionnaires should be adapted to the special local site requirements. Blank fields are recommended to be left for no foreseeable answers. It is necessary to introduce closed answers for some items (e.g. for destination type possible items are usual work place, unusual work place, school (as student), shopping, hospital or health center, visit to relatives, public offices, private reasons, etc.) (Vegni S., et. al., 2009).

An additional way of gathering information about target passengers is to contact indirectly community representatives with varying characteristics e.g. (a) membership or non-membership organisations, the latter often representing the general interests of the community rather than specific groups; (b) provide transport (directly or by hiring an operator) or do not provide transport. Their knowledge of the transport behaviour and requirements of those they represent will clearly differ according to the services they provide (Wright Steve, 2010).


8.5 Travel behaviour segmentation approaches

Travel behaviour information is valuable to transport policymakers, planners, and service providers. Market segmentation has long been used in transport, since segmenting the transport market into smaller groups which have own common characteristics distinct from other segments allows for more targeted planning, promotion, operation, and evaluation (Ripplinger D., et. al., 2011). Segmentation and stakeholder involvement have been identified among the success factors of campaign design (Mobiel 21, 2009):

Segmentation is a core approach in most campaigns so targeting of segments of the campaign is key (e.g. Travelsmart in CIVITAS Preston).

Stakeholder involvement, and backing from governments and local organisations (e.g. Fit for Life; Finland).

In order to design a campaign that influences the behaviour of a target group(s), the travel aspirations, values and constraints that the target audience faces should be fully understood. Two main aspects12 of factors could be exploited (Mobiel 21, 2009): 1. Objective person-related factors that include for example: age, gender, living and

working conditions (which in all cases are likely to have a major impact on how people choose to travel).

2. Subjective person-related factors that refer to individuals’ intrinsic values, attitudes and motivations to change behaviour, (information that is reflective of the stage position of people within a model called MaxSem), which are considered to have a strong influence on how people behave, and thus they are important for the designing of a marketing campaign.

Most of the data for both objective and subjective person-related factors can be gathered via (Mobiel 21, 2009), questionnaire surveys or in-depth interviews conducted with people in the target population group before the marketing campaign (AMC) is fully designed.

Attitude-based Market Segmentation

Traditionally, segments have been constructed on the basis of demographic differences; however, more recent efforts have relied on dividing markets using traveler attitudes. Individuals of a certain segment are expected to be able to be reached by market stimulus. Construction of attitude-based market segments has often relied on structural equation modeling, a method which allows for investigating the role of unobserved or latent variables. Knowledge of market segment profiles and behaviors can also be used as the

12

A combination of both (using mixed methods) provides a sound bedrock on which to build a campaign and a baseline evaluation which can be used for comparison later in the campaign. In most cases, campaign teams will want to establish, at least, a simple tracking survey, which sets out indicators such as number of trips by mode or changes of attitude, or shifts in attitudes or values as the campaign progresses. This may involve three or four surveys of the same group of respondents in the community. This will help planners to design better campaigns for two reasons (Mobiel 21, 2009): 1. in any given population some people are more susceptible to change their travel behaviour than others. This relates partly to more subjective factors such as their attitudes and perceptions towards their current travel choices. This is one of the ways in which the target population may be segmented. For other people the barriers to modal shift are more objective: for example, if there is no bus service operating on the route for their journey, or if they have a disability that prevents them switching car trips to cycling or walking. 2. it is increasingly acknowledged that behavioural change does not usually occur as a one-step process but instead is a series of stages (or steps) through which individuals progress, in order to reach the final stage, a new long-term behaviour. Thus, more subtle changes in attitudes and perceptions towards alternative modes (reflecting a greater propensity to change behaviour) will occur simultaneously with actual behavioural changes.


basis for marketing strategies to increase the share of (rural public transport) modes by tailoring or promoting the desirable features of the mode to a specific market segment.

Intercity Transportation Market Segments have been constructed by Ripplinger D., et. al., (2011) using the three attitudinal factors with the highest exploratory power: time sensitivity, flexibility, and privacy. By assigning individual residents to each market segment based on their socioeconomic characteristics, the profiles of each entire market segments can be identified. Travelers with certain attitudes toward travel may be attracted to certain transport modes, for example, those with low sensitivity to time, flexibility, and privacy would be a target market for bus or rail service, and preferably through strategic marketing instead of significantly increasing the level of service (Ripplinger D., et. al., 2011).

The “Max Self-regulation Model” (MaxSEM)

MaxSEM is a theoretical model designed to explain individual’s modal choice decisions. MaxSEM utilizes the most important factors of “static” psychological models of behavioural change, such as norms and goal feasibility, and links those with the temporal dimension of the process of change by incorporating four key “stages” of behavioural change:

Table 6: MaxSEM stage diagnostic questions

Source: [Van Acker V., et. al., 2013; (WPB Report, 2009)]

1. Stage 1: Pre-contemplative stage. Individuals typically make most of their trips by car 2. Stage 2: Contemplative stage. Individuals typically make most of their trips by car, but

are not as content with their current travel behaviour (as pre-contemplators). 3. Stage 3: Preparation/Action stage. Individuals typically make most of their trips by car,

but have decided which replacement mode they intend to switch some or all of their car trips to.

4. Stage 4: Maintenance stage. Individuals typically make most or all of their trips by non-car alternatives (public transport, walking, cycling etc.).


This way, planners could be supported to analyze and segment target groups and choose and design more appropriate and effective mobility management projects for them. MaxSEM measures the individual’s stage positions (i.e., their susceptibility to change behaviour), as well as the stage movement (i.e. progression towards actual behavioural change) (Van Acker V., et. al., 2013). In order to objectively measure individuals’ stage position within MaxSEM, a set of six simple questions was developed. The questions require respondents to indicate which one of the six statements best reflects their current attitudes towards their current level of car use and intentions towards future car use (WPB Report, 2009).

The OMNIPHON personal marketing dialogue (OD)

The Omniphon approach is a further development of the SOCIAL DATA individualised / personal public transport marketing approach and is based on the following behaviour oriented segmentation (WPB Report, 2009): - Occasional public transport users: Persons assigned to this segment use seldom or

never PT and for this reason do not own a seasonal PT ticket. - Frequent public transport user without a ticket subscription: Persons assigned to this

client segment already use PT frequently, own a seasonal PT ticket but have no subscription.

- Frequent public transport user with ticket subscription: Persons assigned to this client segment use PT already frequently, order their seasonal ticket via subscription.


9 Analysis approaches and research methods

9.1 The SWOT-analysis of the external and internal environment

Strategic thinking starts with an investigation of the strengths and weaknesses of the internal environment within which transportation services are provided. An easy way to think about the “internal environment” is to view it as the environment over which the participants have some control, such as what kind of service to deliver. It also includes looking honestly at the external environment that influences how local decisions about transportation services are made. In other words, what are the opportunities that may be available and the threats that may exist to improving transportation services? An easy way to think about the “external environment” is to view it as the environment over which the participants have little or no control (TCRP REPORT 101).

The SWOT analysis is a useful analytical tool to encourage any planner or marketer to review the Strengths, Weaknesses, Opportunities and Threats associated with the design of a marketing campaign related to mobility. The identification of the opportunities and threats allows the campaign team to design an appropriate AMC which builds on the first ones and minimizes the latter ones. For example the different interests of the various stakeholders being involved may be conflicting and may comprise a threat for the campaign in this sense. A workshop to build consensus before the campaign is implemented could be a response option in this case. Thus, the SWOT could be exploited as a diagnostic tool to review the context of the campaign in which it will be implemented. It could last more than a one hour as a paper exercise and may include (Mobiel 21, 2009):

- an overview of the stakeholders and the community - an overview of all data collected to date from the target audiences and population - an overview of available infrastructure, resources, facilities and services - the development of core opportunities and how to maximise these

9.2 The Stakeholder mapping and analysis

9.2.1 Stakeholders’ mapping and analysis for the local transport and mobility system

It is pointed out that the operation of public transport services capable of serving sufficiently rural areas requires the combination of different transport systems and travel purposes which seems to be rather difficult to because of the complex and often ambiguous allocation of responsibilities (ARTS N1). Thus, the stakeholders mapping is considered to be critical for any intervention in public transport. Key personnel in each type of organisation as those working directly with the types of people being targeted may be identified as well (ARTS, handbook).

The stakeholders are all the authorities that can influence the choice and can be involved in the AMC design and implementation. It would be useful to identify each possible stakeholder most relevant in the local context, indicating its typology and organisation. The


direct and indirect stakeholders of the transport system are identified, mapped and their influence and impact on it is analysed.

The following main types of stakeholders can be usually found in the passenger transport and mobility sector:

(1) transport operators, both public and private, e.g. transportation companies operating buses, taxis; individual taxi drivers; professional associations of operators; community sector transport operators; volunteer scheme organisers and administrators, etc., (2) local governments or local public authorities (municipalities, regions, etc.) according to the national administrative structure, namely regional and local governments at various administrative and geographical levels (county, municipality, parish, prefecture); departments and offices of the different government authorities; Regional development agencies; associations of regional and local governments, local associations of municipalities, etc. (3) users’ associations, e.g. pedestrians, bicycle users, people with disabilities or reduced mobility (e.g. parents with prams, elderly, people with different impairment types, e.g. physically impaired, sensory impaired, individuals who live in the examined area and may use the service, foreign people like tourists, etc.), women, elderly, public transport passengers, unions of students’ parents, etc., (4) transport authority (5) beneficiaries of the public transport, e.g. the members of the Chamber or associations of the owners of stores, (6) employees of the transport operators, (7) transport experts, (8) local political parties, and local councillors (9) interchanges managing bodies, (10) data owners, (11) Media, (12) police, (13) environmental agencies, (14) representatives of community groups (Age concern, local societies and clubs), and volunteers associations; local non-profit groups (sports associations, athletic clubs, cultural societies), (15) health departments or associations, (16) national road associations, (17) business owners, (18) transport/environment or health departments of universities, (19) statutory transport providers (social services transport coordinators, education transport coordinators, non-emergency patient transport planners / commissioners), (20) providers of destination services (GP surgery managers, Hospital transport managers, job centres and intermediate labour market providers), etc.

The consideration of the stakeholder groups are related to ensuring the AMC is designed to support the existing needs of the PT offer, and also to increase the promotion, awareness raising and acceptance of AMC amongst end users which these groups provide. Understanding the organisational structures which the statutory transport providers and other stakeholders must operate within is key for considering their potential level of involvement in the AMC (Wright Steve, 2010). Knowledge of the local stakeholders and their likely involvement in the design and implementation of an AMC may influence the


user requirements data collection in terms of helping identify the suitable audience to be targeted, the means of targeting that audience and perhaps in offering support in the consultation process by providing access to funding, resources, vehicles, call centre services, local networks and representatives of the rural community, and facilities in the local community (e.g. halls for focus groups, meeting venues etc.) (Wright Steve, 2010).

More stakeholders may become apparent during the detailed user requirements. Separate lists of all the stakeholders in each category detailed, is useful to be recorded, as well as their likelihood and the extent to which stakeholders will be prepared to share resources in in the design and implementation of an AMC (Wright Steve, 2010).

9.2.2 The Stakeholder Engagement tool and the Stakeholder Analysis Matrix tool

The Stakeholder Engagement tool facilitates a structured process for (MEASURE Evaluation Manual, 2011):

• Identifying stakeholders: individuals and groups that are stakeholders, either as contributors, influencers or beneficiaries.

• Defining their potential roles in the activity: definition of roles that stakeholders may play in the AMC

• Identifying the resources they can bring to bear: assessment of the resources they could bring to bear

• Identifying dynamics among stakeholders: assessment of the interests, knowledge, positions, alliances, resources, power, and importance of various stakeholders. Who will support the initiative? What are their reasons?

• Setting the optimum stakeholder group: assessment of which stakeholders to include in the process by determining the relative priority of stakeholders. Which stakeholders have the highest priority?

• Creating an engagement plan • Tracking stakeholder engagement throughout the project: ensuring that

stakeholders are engaged as appropriate throughout all project phases, including the post-project follow-up that is so often overlooked.

The Stakeholder Analysis Matrix tool can be utilised during a planning phase of a project (MEASURE Evaluation Manual, 2011; Brinkerhoff, D. and B. Crosby, 2002) in order to summarise the following data:

1. Name of stakeholder organization, group, or individual. National, regional, or local? 2. Stakeholder description. Primary purpose, affiliation, funding 3. Potential role in the issue or activity. Vested interest in the activity 4. Level of knowledge of the issue. Specific areas of expertise 5. Level of commitment. Support or oppose the activity, to what extent, and why? 6. Available resources. Staff, volunteers, money, technology, information, influence 7. Constraints Limitations: need funds to participate, lack of personnel, political or other

barriers

The matrix can also summarise stakeholders’ interest and influence, indicating those who will be positively or negatively affected, evaluating the likelihood of the stakeholders’ assisting or obstructing the project objectives and monitoring stakeholder involvement during project implementation (World Bank, 2006). The stakeholders could be categorised based on the sector which they are coming from, e.g. (MEASURE Evaluation Manual,


2011; Brinkerhoff, D. and B. Crosby, 2002): Government sector; Political sector; Commercial sector; Non-governmental sector; Other civil society target audiences; International donors.

9.3 Overview of methods for collecting data

Research differs in a number of aspects but some commonalities do exist. One of the common aspects of action research, evaluation research, ethnography, phenomenology and others is the need to collect data. Data collection can be derived from a number of methods, which include interviews, focus groups, surveys, telephone interviews, fieldnotes, taped social interaction or questionnaires. (Kajornboon, 2005). The sources of knowledge can be divided into two main categories (Wright Steve, 2010):

1) Informal sources of knowledge: they contain: (a) historical knowledge that is gathered from patronage (frequency and trip patterns) of existing public transport services, (b) ad hoc feedback giving passenger or potential passenger opinions on mobility: this information will cover various issues, such as reliability, accessibility, trip patterns, health and safety, customer care, etc.

2) Formal sources of knowledge: Some factors to consider include whether the data collected is route/service specific; part of an area wide review of public transport services, in which case additional information will be available; gained in conjunction with other public transport service providers, e.g. community transport.

Useful methods for collecting data are: 1. screening for existing data (e.g. collection of general statistics, from national

Statistics institute and the National Census; data about the interested area (geographic, demographic, etc.) and its public transport; operational data from the municipality; etc.).

2. surveys: suitable sources of data collection for multiple attendees are through Public Meetings, Focus group (open or invitation) or Transport user’s panel. These can take the form of face-to-face semi-structured discussion or individual structured survey. If one-to-one data collection is pursued this can be done face-to-face by individual structured survey in the household, on-vehicle, at the bus stop or on-street. Household surveys can also be conducted by telephone, mail of internet (Wright Steve, 2010). (a) quantitative methods: postal survey among users or household surveys covering

socio-demographic data and mobility-behavioural data including trip-diaries, or - alternatively - telephone surveys with residents (both users and non-users) or face-to-face interviews with the same content; The use of survey questionnaires involves sampling a population and provides a broader picture as to which factors are important, across the target population, in terms of mobility behaviour and changing behaviour (Mobiel 21, 2009).

(b) qualitative methods: in-depth surveys during the demonstration period, focused on the project target groups (e.g. interviews with users, drivers, municipality officials, operators, TDC-personnel) and tailored to certain objectives; Qualitative research involves, in most studies: focus groups, in-depth interviews or participant observation. These research methods also help to understand why people decide to travel in the way they do. They tend to be more time consuming but provide deeper insights into subjective person related factors (Mobiel 21, 2009).

All surveys should preferably be made with representative sample sizes.


Table 7: An overview of the research data collection methods

Face-to-face Telephone Mail Internet

Semi-

structured

discussion

Individual

structured

survey

Semi-

structured

discussion

Individual

structured

survey

Individual

structured

survey

Individual

structured

survey

Multiple

attendees

Public

meetings

Focus

group

(open or

invitation)

Transport

user’s

panel

One-to-

one

Household

On-vehicle []

At bus

stop []

On-street []

Source: (Wright Steve, 2010)

9.4 Stakeholders and expert interviews

These are personal interviews best conducted in person, at either a central location or at a stakeholder’s office. Confidentiality is very important to enable stakeholders to share their views of issues and problems freely. Personal interviews enable stakeholders to make sure that their views are included in the discussion. Following completion of these interviews, it is wise to report back, in written form, to the steering committee or group that is organizing and managing coordination efforts, so that they can begin to review the results of the interviews (TCRP REPORT 101). The personal expert depth interviews may be semi-structured (following a checklist with a number of questions) (MAX Project, 2007).

There are many types of interviews, which include: (1) structured interviews, (2) semi-structured interviews, (3) unstructured interviews, (4) non-directive interview.

A structured interview is sometimes called a standardized interview. The same questions are asked of all respondents. The aim is for all interviewees to be given exactly the same context of questioning. This means that each respondent receives exactly the same interview stimulus as any other. The goal of this style of interview is to ensure that interviewees’ replies can be aggregated. Questions are usually very specific and very often the interviewee a fixed range of answers (this type of question is often called closed, closed ended, pre-coded, or fixed choice). The problem in this case can be that the interviewer’s intervention may influence the respondent and the nature of interviewers’ ability in respondent’s replies that does not reflect ‘true’ variation. (Bryman, 2001). Furthermore, since there is a set interview guide, the respondents may hear and interpret or understand the questions in a different manner. (David and Sutton, 2004)

Semi-structured interviews are non-standardized and are frequently used in qualitative analysis. The interviewer does not do the research to test a specific hypothesis (David, & Sutton, 2004). In this type of interview the order in which the various topics are dealt with and the wording of the questions are left to the interviewer’s discretion. Within each topic, the interviewer is free to conduct the conversation as he thinks fit, to ask the questions he


deems appropriate in the words he considers best, to give explanation and ask for clarification if the answer is not clear, to prompt the respondent to elucidate further if necessary, and to establish his own style of conversation. (Corbetta, 2003)

The strengths of semi-structured interviews are that the researcher can prompt and probe deeper into the given situation. The interviewers are able to probe or asked more detailed questions of respondents’ situations and not adhere only to the interview guide. In addition, the researcher can explain or rephrase the questions if respondents are unclear about the questions.

The drawbacks are inexperienced interviewers may not be able to ask prompt questions. If this is the case, some relevant data may not be gathered. In addition, inexperienced interviewers may not probe into a situation.

Unstructured Interviews constitute a non-directed and flexible method, more casual than the aforementioned interviews. There is no need to follow a detailed interview guide. Interviewees are encouraged to speak openly, frankly and give as much detail as possible. Usually the interviewer has received virtually little or no training or coaching about the interview process. The interviewers ask questions so that respondents would be able to express their opinions, knowledge and share their experience.

This can create some problems because the interviewer may not know what to look for or what direction to take the interview. The researcher may not obtain data that is relevant to the question of the study. The interviewer needs to think about what to ask and to ask questions carefully and phrase them properly. In an unstructured interview the researcher has to be a good listener and note new or interesting data the interviewee gives.

The strength of unstructured interviews is that no restrictions are placed on questions. Unstructured interviews are flexible and the researcher can investigate underlying motives. The drawback of unstructured interviews is that they can be inappropriate for inexperienced interviewers. The interviewers may be biased and ask inappropriate questions. Also, respondents may talk about irrelevant and inconsequential issues. Consequently, it may be difficult to code and analyze the data. (Kajornboon, 2005).

In non-directive interviews there is no preset topic to pursue. Questions are usually not pre-planned and the interviewee is the one who leads the conversation. The interviewer has the objectives of the research in mind and his role is to check on unclear points and to rephrase the answer to check for accuracy and understanding (Gray, 2004).

Non-directive interviews enable the researcher to find the subconscious feelings of the interviewee. On the other hand, since there are no specific directions or issues to explore coding and analysing the data collected can be difficult (Kajornboon, 2005).

9.5 Workshops

In a workshop, key stakeholders can be brought together to discuss issues and problems, potential solutions, and an agreement on how to proceed. Generally, it is starting with a creative, brainstorming approach since brainstorming is founded on the premise that all ideas are good. The objective is to enable all participants to express their ideas and to feel comfortable in doing so; decisions about priorities and specific actions come later. The brainstorming works best in a workshop format, on neutral ground. Typically, a full day is required. (TCRP REPORT 101).


The expert knowledge of stakeholders contributes to identifying the target audience and can supply vital information about existing gaps in the public transport network (Wright Steve, 2010).

The following can be considered as characteristics of a workshop (Chrzanowska J., 2005): - Since the participants are active, not just reactive, workshops have potential to be more

creative than focus groups, and generate more buy in than client meetings - Workshops depend on difference and diversity instead of seeing it as a problem - Workshops have team building benefits - Workshops even out differences in power and roles - Workshops offer flexibility by using different sizes and structures of groups - Workshops’ outcomes cannot be manipulated


10 References

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ARTS (2001), Deliverable 3 – Demonstrations Design and Implementation and Case Descriptions, ARTS project: actions on the integration of rural transport services, www.rural-transport.net.

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Enoch M.P., Potter S., Parkhurst G., Smith M.T., (2004), INTERMODE: Innovations in Demand Responsive Transport, Manchester: Department for Transport and the Greater Manchester



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Passenger Transport Executive, Available at http://www.dft.gov.uk/pgr/regional/policy/intermodeinnovationsindemand3722

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Mediate – Methodology for Describing the Accessibility of Transport in Europe (2008), Indicators describing the accessibility of urban public transport, Project co-funded by the EC under Seventh Framework Program for Research and Technological Development (FP7).

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Mattson J. (2012), Travel Behavior and Mobility of Transportation-Disadvantaged Populations: Evidence from the National Household Travel Survey, Small Urban & Rural Transit Center, Upper Great Plains Transportation Institute North Dakota State University, Fargo, Dec. 2012.

MAX (2009) - Project: Successful Travel Awareness Campaigns and Mobility Management Strategies, 6th FP, MAX WPA Task force 2 Campaigning-the-campaign.

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MEASURE Evaluation Manual, 2011, Tools for Data Demand and Use in the Health Sector Stakeholder Engagement Tool, MEASURE Evaluation;

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Oxley P. (2002) Inclusive Mobility. Cranfield Centre for Logistics and Transportation for Mobility and Inclusion Unit, Department for Transport.

PROCEED project (2009), Principles of successful high quality public transport operation and development, “Deliverable 4: Guidelines for European High Quality Public Transport in small and medium sized cities”, No TREN/05/FP6TR/S07.58672/020002, 30-09-2009

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Van Acker V., Van Cauwenberge B., Witlox F., (2013), MaxSUMO: A New Expert Approach for Evaluating Mobility Management Projects, Traffic in the Cities Review.

van Wee Bert, Holwerda Hans, van Baren Rick (2002), Preferences for Modes, Residential Location and Travel Behaviour: the Relevance for Land Use Impacts on Mobility, EJTIR, 2, no. 3/4, pp. 305-316.

Vegni S., Nelson J., Masson B., Ambrosino G., (2009), Feasibility Study – Position Paper, FLIPPER Project – INTERREG IVC, Flexible Transport Services and ICT platform for Eco-Mobility in urban and rural European areas, Jan. 2009.

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11 Bibliography

TRANSPORT LEARNING – Empowerment of practitioners to achieve energy savings in urban transport, Material for training module 4 “Public transport models”, Emily Toumpoulidou, Korina Koutraki, Ioannis Koliousis, Stratos Papadimitriou, 2011. Kenneth I. Hosen, S. Bennett Powell, TCRP SYNTHESIS 94: Innovative Rural Transit Services , A Synthesis of Transit Practice, TRANSIT COOPERATIVE RESEARCH PROGRAM, Research Sponsored by the Federal Transit Administration in Cooperation with the Transit Development Corporation, Transportation Research Board, Washington, D.C., 2011.


12 Useful websites and useful material

Population Analysis Peter Oakley, Projects with People: The Practice of Participation in Rural Development (Geneva: International Labour Office, 1991). Steve H. Murdock and David R. Ellis, Applied Demography: An Introduction to Basic Concepts, Methods, and Data (Boulder, CO: Westview Press, 1991). George W. Barclay, Techniques of Population Analysis (New York: John Wiley and Sons, 1958) 16–55. Arthur Haupt and Thomas T. Kane, The Population Handbook (Washington. D.C: Population Reference Bureau, 1978). Pol, L. G. (1987). Business Demography: A Guide and Reference for Business Planners and Marketers. New York: Quorum Books. Public Transport and Mobility

Urban transport: NICHES – http://www.niches-transport.org The mission of NICHES (New and Innovative Concepts for Helping European

transport Sustainability) was to stimulate a wide debate on innovative urban transport and mobility between relevant stakeholders from different sectors and disciplines across Europe. NICHES was a project supported by the European Commission, DG Research, under the 6th Framework Programme. NICHES+ built further on the NICHES project, and was funded by the DG Research under the 7FP. Its key-deliverables, 12 full guidelines for implementers for all NICHES+ innovative concepts:

Recommendations for Innovative Concepts to Enhance Accessibility Travel training for public transport Neighbourhood accessibility planning Tailored traveller information for users with reduced mobility Recommendations for Efficient use of infrastructures and interchanges Passenger friendly intermodal interchanges Innovative cycling facilities for intermodal interchanges Infrastructure for innovative bus systems Recommendations for Traffic Management Centres Financing and implementing traffic management centres Mobile travel information services for the public Using environmental pollution data in traffic management Recommendations for Space-efficient and Automated Vehicles Group Rapid Transit Personal Rapid Transit Using electric vehicles in city car share schemes

Transportation: Transportation Courses from the MIT Open Courseware: http://ocw.mit.edu/courses/transportation-courses/

Mobility solutions: CIVITAS project - Exploring mobility solutions - http://civitas.eu/mobility-solutions-page

TRANSPORT LEARNING: http://transportlearning.net, training material on: Parking space management, access restriction and speed control Mobility management measures for families, kindergartens and schools

http://transportlearning.net/


Land use and housing in mobility management Public transport models Street design, streetscape and traffic calming Walking and cycling – counselling municipalities Design and implementation of sustainable mobility campaigns Communication training

ELTIS – The urban mobility portal, Eltis facilitates the exchange of information, knowledge and experiences in the field of urban mobility in Europe: http://eltis.org/index.php?id=4&ID1=4


13 Appendix – Factsheets

The following factsheets were developed as a tool in order to assist the regional analysis of implementation areas as well as the analysis of existing PT and PT feeder systems and schemes.

The following factsheets are proposed to be used:

1. Factsheet 1: Analysis of Spatial, Socio-economic and demographic structure

2. Factsheet 2: Analysis of Regional PT Systems

2.1 Description of fixed route Bus 2.2 Description of flexible route Bus systems 2.3 Description of fixed route rail systems

3. Factsheet 3: Analysis of existing PT feeder systems

3.1 Description of fixed route Bus systems 3.2 Description of flexible route systems 3.3 Description of Bicycle systems 3.4 Description of car sharing services 3.5 Description of carpooling services 3.6 Description of walking infrastructure/ footpaths

4. Factsheet 4: Analysis of mobility behavior of the inhabitants

It should be noted that the researcher should adapt/ adjust the information collected and presented taking into account the specificities of the application area and public transport system by giving more emphasis and attention to the ones that could influence significantly the character, scope and characteristics of the AMC.

In each Factsheet, a column titled “relevance to SmartMove” was included. Each parameter is classified in this column in terms of three distinct classes: (1) high relevance to SmartMove (H), (2) low relevance to SmartMove (L) and (3) depending on the peculiarities of the particular case under consideration, e.g. in terms of the area, feeder system, AMC scope, etc. (D).

It may be the case in some areas that not all the required data are available. In such a case, the ones available will be recorded, while estimates also from experts’ focus groups could be used.

The use of appropriate thematic Maps to depict the existing situation is suggested. A further description of relevant data (definitions, etc.) can be found in relevant chapters of this report.

The data collected will next be presented in the form of a Report.


13.1 FACTSHEET 1: Spatial, Socio-economic and demographic structure

FACTSHEET 1: Analysis of spatial, socioeconomic and demographic structure

Query/ Indicator

Necessary data:

qualitative description or measurement

units

Source of data/ database

Comments

Re

lev

an

ce

for

Sm

art

Mo

ve*

1.1 Spatial analysis

1.1.1 Context description, geography and landscape

Size of study area

Area size (km2)

total surface H

Boundaries Administrative and/ or physical limits

Local authorities, existing spatial analysis, statistic services

Use Maps of an appropriate scale for A4 or A3 printing Boundaries: administrative boundaries and physical limits and areas, e.g. rivers, lakes, coast, marine protected areas etc.

H

Position Map qualitative description


Use Map to indicate position Description, e.g. Closeness to metropolitan city Indicate also altitude (metres upon sea level)

H

Land cover and Terrain

Map qualitative description


Use an appropriate geophysical Map. A qualitative description is required, e.g. Mountainous, hilly, flat, forests, vegetation, etc. The altitude of main settlements could also provide useful info.

H

Settlement structure

Dispersed, Clustered/ small or larger settlements etc.


A qualitative description is required together with a Map depicting settlements in circles of appropriate scales

H

Network typology

Map qualitative description

Local authorities, existing spatial analysis

L



Query/ Indicator

Necessary data:


units


Comments

Re

lev

an

ce

for

Sm

art

Mo

ve*

Transport and mobility infrastructure of offer

Both a quantitative and qualitative description is required. Use an appropriate Map, if available

Local authorities, existing spatial analysis, statistical services

Useful information could include: road network/ transport capacity; parking lots; Pedestrian zones; Main stations/ modal interconnection nodes (bus stations, railway stations, interchanges, intermodal facilities (Park & Ride, Bike & Ride), cycling facilities, etc.); Public Transport stops, etc.), e.g. location of existing bus stops, private car infrastructure, availability of parking lot in the study area etc. The extent to which this query will be described varries according to the peculiarities of the examined case. (Partially covered also by FACTSHEET 2 & 3)

D

Mobility attractions recognition (see the reference text in the relevant chapter)

Business and Commerce

A qualitative and quantitative description is required. Use an appropriate Map, if available

Local authorities, local chambers

e.g. Commercial activity; Shopping areas, centres; Café’s areas; Groceries; Other recreation areas; Industrial zones; Hotels, hostels, etc. (tourist infrastructure); Main production

D

Education, health, Social services, Public offices and services


e.g. Education facilities and schools (primary, secondary, professional school, University (public or private)); Health facilities (centres, hospitals); Social centres; Religious centres, buildings; Government and Public offices (administrative offices, administrative centres, postal offices, banks, etc.) Useful data could include, e.g. in the case of schools the number of students, in case of shopping centres (areas) the number of shops). Use appropriate land.

D

Cultural infrastructure and events


e.g. Cultural centres (libraries, museums, cultural buildings, etc.); Cultural sites (archaeological sites, cultural

D



Query/ Indicator

Necessary data:


units


Comments

Re

lev

an

ce

for

Sm

art

Mo

ve*

parks), tourism attractions; Cultural events of wider importance (and time period taking place)

Natural heritage places


e.g. Monuments of Nature; Fauna and flora special observation places; Nature

D

Regional economic context

A qualitative and quantitative description is required.


Useful data could include main characteristics of the area in terms of the relative size/ importance of economic activity and poverty in relation to country as a whole, and the potential opportunities and threats (see the reference text in the relevant chapter)

H

1.2 Socioeconomic and demographic structure

1.2.1 Population analysis

Number of inhabitants

number

Local authorities, statistics services

Total population of the area, segments – target groups size. Population is a key determinant in overall demand for travel

H

Gender distribution

% of males and females

Local authorities, statistics

Higher levels of young, elderly and females could provide a greater captive public transport market

H

Population density and geographic distribution

Inhabitants per square kilometre (e.g. dispersed population)


- H

Population composition

number of families and average number of persons per family


- H

Population distribution according to the different age range/ class

percent distribution of men and women in different age groups, or population age


The usage of certain age thresholds is strongly recommended in order to draw results for the elderly population (>65 years, >75 years) and youth (e.g. <14, or <18, or <24 years).

H



Query/ Indicator

Necessary data:


units


Comments

Re

lev

an

ce

for

Sm

art

Mo

ve*

pyramids

Population trends at territorial level

Both qualitative and quantitative data are required.


It could be useful to compare the different trends in order to understand the mobility needs, for example the move of people from the city centres to the urban outskirts and the subsequent increase of the commuters rate. A high population growth rate could be considered as an indicator that encourages and favours the implementation of AMCs. Planners could investigate the rate of death, birth and the rate of migratory

D

Number of people with reduced – restricted mobility (people

with disability, elderly, etc.)

see text for the various categories

Local authorities, statistics services, local organisations of people with disability

People with restricted mobility can be potential customers for services focusing on providing accessible transportation It should be remembered that these categories are not mutually exclusive. Many disabled people, particularly older people, have more than one impairment.

D

Unemployment rate and employment characteristics within the interested area

e.g.: % of unemployed % of students % of retired people


Higher levels of unemployed, students, retired people provide a greater captive public transport market. This factor can be further supplemented by examining income levels and car ownership

H



Query/ Indicator

Necessary data:


units


Comments

Re

lev

an

ce

for

Sm

art

Mo

ve*

Number of persons living in households with income below poverty level

number


This factor can be supplementary to employment characteristics of the area

D

Ethnic composition

% or population per ethnic group


Some ethnic groups may be more dependent on public transport than others. Communication issues will affect the outcome of a campaign

D

Demographic nature of adjoining statutory areas


It can impact upon the type and focus of public transport, e.g. it may be closer for people to travel into a neighbouring authority for the services/facilities

L

1.2.2 Other potential socio-economic indicators that could be considered

Average household income

amount

National statistics Local area's development, planning studies, etc.

- D

Marital status - L

Duration of residence

number of years

- D

Private (car, bicycle, other) vehicle ownership

number of people or %

It belongs also to the FACTSHEET 4 on travel behaviour

H

Literacy level percentage of total population

It could be also presented by age and gender. It may comprise a useful indicator in cases with high level of migrants or in under-developed areas

L

Educational status

% - L

Home ownership rates

% e.g. owned, rented, etc. L

Average life expectancy

age

It is linked with the health of the population and people’s behaviour, such as following healthy lifestyle

L



Query/ Indicator

Necessary data:


units


Comments

Re

lev

an

ce

for

Sm

art

Mo

ve*

1.2.3 Availability of technology (this data will be needed only in cases as described below): In general the above indicators related to technology could be useful for two purposes: (i) identification of available media and communication channels that could be used for the implementation of the AMCs (selecting the appropriate media mixture) , indicating the potential receivers of the messages, and (ii) outlining the available technology infrastructure, the penetration level of the new technologies in the population and the social behaviour in the perspective of adapting the operational concept of PT services or expanding the provided passenger information services. For example, the availability of mobile phone services are very useful for the provision of real-time information, for reservations, etc., and there may be a lack of such services in some remote areas

Coverage of mobile communication network

percentage of land coverage or population coverage

Coverage maps in the web-sites of the different providers that give an indication of the provider coverage, or By testing equipment in the field for more precise information.

They are affected by position of transmitter masts and obstructions (such as hills) between these and the end users

D

Households owning a conventional telephone

e.g. telephone lines per 100 population

National statistics Business sector analysis studies

It seems to be not a useful indicator for developed areas, as in the case of European countries.

L

Computer ownership

computer users per 100 population

National statistics Business sector analysis studies Reports for new technologies penetration Most probably, data will refer to the national - state level

- D

Percentage of people with access to internet

internet users per 100 population

- D

Percentage of people using a smartphone

smartphone users per 100 people

Similar to this indicator are also the (i) percentage of people using a mobile phone (or “cellular subscribers per 100 population”, and the (ii) percentage of people using mobile applications in general.

D



Query/ Indicator

Necessary data:


units


Comments

Re

lev

an

ce

for

Sm

art

Mo

ve*

* Legend: L: Low relevance - Most probably this data is not essential for the SmartMove cases and thus the queries could be critically ignored D: According to the case, depends on the case - The requirement to collect this data DEPENDS on the peculiarities of each case (area, feeder services, and AMC scope). SmartMove partners are asked to consider critically the proposed indicators and to collect relevant data only in case they believe that it would be needed for the design and implementation of their AMCs H: High relevance - Key indicators for an AMC in any case are designated as of high relevance. SmartMove partners are encouraged to collect this data.

13.2 FACTSHEET 2: Analysis of regional PT systems

13.2.1 Description of fixed route Bus systems

FACTSHEET 2: Analysis of Regional PT systems

Site:

Service/scheme name:

Query/ Indicator

Necessary data: qualitative

description or measurement units


Comments Relevance

for SmartMove*


area size in km2

Transport Operator

- H

Population served

numbers/census

Statistical service

- H

Operator – company/ies

See text Transport Operator

- H

Transport Authority

See text Transport Authority

- H

Personnel See text Transport Operator

- D

The fleet of vehicles


- H



- H

Operational results and services produced


- H

Implementation of new technologies


- H



Site:


Query/ Indicator




Comments Relevance

for SmartMove*



Availability of passenger information systems, e.g. printed material; material in Bus stops and Terminals; internet info availability; ITS: In Bus stops, In vehicles, Via smartphone, Via telephone call center

H

Safety/ security


- L

Accessibility See text Transport Operator

- H


See text

Transport Operator and Transport Authority

- D

Services evaluation

Qualitative description, if any data available


Based on either an users' satisfaction survey or evaluation (level of service) indicators

D

Financial data See text


- D



13.2.2 Description of flexible route Bus systems


Site:


Query/ Indicator



Source of data/

database Comments

Relevance for

SmartMove*


area size in km2

Transport Operator

- H

Population served numbers/census Statistical service

- H



- H

Transport Authority


- H

Type of Flexible Transport service


- H

Target groups - H


- D

The fleet of vehicles


- H



- H



- H



- H



Availability of passenger information systems, e.g. printed material; material in Bus stops and Terminals; internet info availability; ITS: In Bus stops, In vehicles, Via smartphone, Via telephone call center

H

Safety/ security See text Transport Operator

- L


- H


See text Transport Operator and

- D



Site:


Query/ Indicator



Source of data/

database Comments

Relevance for

SmartMove*

Transporrt Authority

Services evaluation




D



- D


13.2.3 Description of fixed route rail systems


Site:


Query/ Indicator



Source of data/

database Comments

Relevance for

SmartMove*


area size in km2

Transport Operator

- H

Population served

numbers/census Statistical service

- H



- H



Site:


Query/ Indicator



Source of data/

database Comments

Relevance for

SmartMove*

Transport Authority


- H


- D

Fleet/ wagons See text Transport Operator

- H



- H



- H



- H



e.g. printed material; material in Bus stops and Terminals; internet info availability; ITS: In Bus stops, In vehicles, Via smartphone, Via telephone call center

H

Safety/ security See text Transport Operator

- L


- H


See text


- D

Services evaluation




D



- D



Site:


Query/ Indicator



Source of data/

database Comments

Relevance for

SmartMove*


13.3 FACTSHEET 3: Description of PT feeder systems

13.3.1 Description of fixed route Bus feeder systems

(as in Factsheet 2/2.1)

13.3.2 Description of flexible route systems

(as in Factsheet 2/2.2)

13.3.3 Bicycle systems (Bikes, e-bikes, pedelecs)

FACTSHEET 3: Description of PT feeder systems

Site:


Query/ Indicator Necessary data:

qualitative description or measurement units

Source of data/

database Comments

Relevance for SmartMove*

Size of area covered

area size in km2

Transport Operator Transport Authority Local Authority

- H

Population served

numbers/census

Local Authority Statistical service

- H


- Transport Operator

- H

No of Bikes - Transport Authority

- H

No of organized stations


- H



Site:




Source of data/

database Comments

Relevance for SmartMove*

Type of service Qualitative description

Transport Operator

e.g. regulated or not regulated

H

Access technology

Qualitative description

Transport Operator

Description of technology used both internally (for operation purposes) as well as externally (technology used by the service user)

H

Charging strategy


Transport Operator

Only for pedelecs/ e-bikes H

Bikeways Characteristics, length

- - H

Inter-modality facilitation/ Integration

Is the carriage of Bikes on other allowed/encouraged nodes

Transport Authority Local Authority

- H

Charges - - - H

Income basis of service

- - - H

Quality of service Data on passenger satisfaction

Existing surveys

- H



13.3.4 Car sharing services


Site:





Comments Relevance

for SmartMove*

Size of area covered

area size in km2


- H

Population served

numbers/census Local Authority Statistical service

- H

No. of vehicles numbers Transport Operator

- H



- H

Participants in the scheme

number, description Transport Operator

characteristics of users (personal users, business users etc.)

H

How the system operates


Transport Operator

e.g. Pick up places and Service implementation characteristics: specific vehicle type chosen; vehicle fuel; operational model of venture (business venture, public private etc.); access technology (card, key, code etc.)

H

Charges number Transport Operator

- H


Existing surveys - H



13.3.5 Carpooling services


Site:


Query/ Indicator




Comments Relevance for SmartMove*

Size of area covered by the system

area size in km2


- H

Population served

numbers/ census


- H

No. of vehicles number Transport Operator - D


- Transport Operator - H

Participants in the scheme

number, description

Transport Operator

characteristics of users (personal users, business users etc.)

H

How the system operates


Transport Operator

Service implementation characteristics: registration means; associated benefits (e.g. reduced parking rates); reservation technology

H

Charges number Transport Operator - H


Existing surveys - H



13.3.6 Walking infrastructure/ pathways


Site:


Query/ Indicator

Necessary data: qualitative description or measurement units

Source of data/

database Comments

Relevance for

SmartMove*


area size in km2

Local Authority

- H

Population served

numbers/ census


- H

Characteristics of users


Local Authority

Specify whether only pedestrians use the infrastructure or other non-motorised users are included (e.g. cyclists) Specify, if possible, general characteristics of users (e.g. age, gender, car availability.)

H

Service implementation characteristics


Local Authority

• Kms of pathways • Inclination of pathways • Surface treatment • Signage • Lighting • Accessibility for users with restricted mobility • Facilities/ Street furniture • Aesthetics of area

H

Safety and security


Local Authority Existing surveys

- H

Quality of service


Local Authority Existing surveys

• Passengers’ satisfaction with the service • Level of service

H



13.4 FACTSHEET 4: Analysis of mobility behaviour of the inhabitants

FACTSHEET 4: Analysis of mobility behaviour of the inhabitants

Query/ Indicator

Necessary data:


units

Source of data/ database**

Comments Relevance

for SmartMove*

Modal share distibution/ graph

Existing mobility studies, if available PT operators data

- H

Travel frequency (or frequency of living home)

number of trips


e.g. number of trips in a standard week, (e.g. never, rarely, once a month, once a week, 2 or 3 times a week, every day)

H

Average lenth per trip/total distance travelled per mode

Kilometres Existing mobility studies, if available PT operators data

- D

Length to get to the nearest station or stop

metres Existing mobility studies, if available PT operators data

- H

Average duration per trip/total time travelled

minutes Existing mobility studies, if available PT operators data

- D

Perceived travel time

minutes Existing mobility studies, if available

- L

Travel patterns in terms of time (hours) and season

distibution/ graph


- D

Travel patterns in terms of space

origin - destination matrix


- D

Daily trips number Existing mobility studies, if available PT operators data

- D

Trip purposes/ scope

distibution/ graph

Existing mobility studies, if available

e.g. leisure activities, recreation and social life, such as accompanying and visiting activities/friends-

D



Query/ Indicator

Necessary data:


units


Comments Relevance

for SmartMove*

relatives, work, shopping, education, etc.

Ridership figures per PT mode

number Existing mobility studies, if available PT operators data

- D

Frequent public transport users


- D

Holders of seasonal PT ticket (via subscription)


- H

Medium expenditure for travelling (in a week or in a month)

euros Existing mobility studies, if available PT operators data

- D

Motorbike ownership and usage


- L

Car ownership and usage


- D

Perceptions related to soft modes of mobility

qualitative (or quantitative) description


- D

Perceptions related to environment

qualitative (or quantitative) description


- L

PT users' satisfaction

qualitative or quantitative description


- D

Car availability

number of people having access to car


- D

Driving license holders

number Existing mobility studies, if available

- D



Query/ Indicator

Necessary data:


units


Comments Relevance

for SmartMove*

Reasons of no-use of public transport

A qualitative description

Transport operator views (focus group, interviews, etc.) Existing mobility studies, if available

- H


** The data will derive from secondary sources. However, in case of any new field research for collecting primary data, such as "surveys on travel behaviour" there is a need for the (1) establishment of an appropriate sampling percentage in order to reach representative results and the (2) adaptation of the questionnaire on travel behaviour to the local site requirements.

guidelines for the regional analysis of the implementation areas · 2016-10-04 · guidelines for...

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