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Identification of ICT options enhancing co-modality 1/167

Optimising Passenger Transport Information to Materialize Insights for Sustainable Mobility

Coordination and Support Action FP7- 284892

Identification of ICT options enhancing co-modality

Deliverable No. D4.1

Work package No.

WP4 Work package Title

Analysing measures for decarbonising transport

Task No. 4.1. Task Title Identification of ICT options enhancing co-modality

Start Date: 10/2011 Revision Date:

12/2012

Authors CE Delft (main author), TML, CTL, DLR, CUE, ZHAW, JRC, LNEC, FHERL, UCD, SIGNOSIS

Status (F: final; D: draft; RD: revised draft

F

Distribution PU

Document ID / File Name OPTIMISM_D4.1.docx


Contributor(s)

Main Contributor CE DELFT

Contributors

TML, CTL, DLR, CUE, ZHAW, JRC, LNEC, FHERL, UCD,

SIGNOSIS

Review

Reviewers Project partners

Control Sheet

Version History

Version Date Editor Summary of Modifications

v.01 13/9/2012 CE Delft Comments and contributions

v.02 3/12/2012 CE Delft Comments and contributions

final 17/12/2012 CE Delft Comments and contributions

Final Version released by Circulated to

Name Date Recipient Date

Arno Schroten/Anouk

van Grinsven (CE

Delft)

17/12/2012 Coordinator 17/12/2012

Consortium 17/12/2012

European

Commission 18/12/2012


Table of contents

List of Figures ............................................................................................................................. 6

List of Tables .............................................................................................................................. 7

List of abbreviations ................................................................................................................. 8

EXECUTIVE SUMMARY .............................................................................................................. 9

1 Introduction .................................................................................................................... 12

1.1 The OPTIMISM project............................................................................................. 12

1.2 Objective of this deliverable .................................................................................... 13

1.3 Structure of the report ............................................................................................. 13

2 Definitions and scope of the WP .................................................................................. 14

2.1 Introduction .............................................................................................................. 14

2.2 Definitions ................................................................................................................ 14 2.2.1 Co-modality ...................................................................................................... 14 2.2.2 ICT options ........................................................................................................ 15

2.3 Scope of the WP ........................................................................................................ 17 2.3.1 Types of passenger transport modes ............................................................... 17 2.3.2 User perspective ............................................................................................... 17 2.3.3 Geographical coverage .................................................................................... 17 2.3.4 Time span ......................................................................................................... 17 2.3.5 Impacts of ICT options ..................................................................................... 18

3 Assessment framework ................................................................................................. 19

3.1 Introduction .............................................................................................................. 19

3.2 Identifying ICT options ............................................................................................ 19

3.3 Broad assessment of impacts of ICT options ......................................................... 20 3.3.1 Identification of a set of indicators .................................................................. 20 3.3.2 Assessment of ICT options based on selected indicators ................................. 24

3.4 Selection of best practices ....................................................................................... 24

4 Travel information ......................................................................................................... 26

4.1 Introduction .............................................................................................................. 26

4.2 Travel information in general ................................................................................. 26

4.3 Multimodal route planners...................................................................................... 27 4.3.1 Static route planners ........................................................................................ 28 4.3.2 Dynamic and real-time route planners ........................................................... 30

4.4 Personalised travel information ............................................................................. 34

4.5 Infrastructure-bounded travel information........................................................... 36 4.5.1 Public transport ............................................................................................... 36 4.5.2 Road transport ................................................................................................. 37

4.6 In-vehicle travel information .................................................................................. 38

4.7 Conclusions ............................................................................................................... 39

5 Mobility services ............................................................................................................. 43

5.1 Introduction .............................................................................................................. 43

5.2 Integrated ticketing.................................................................................................. 43


5.2.1 E-ticketing ........................................................................................................ 44 5.2.2 Mobile phone ticketing ..................................................................................... 45 5.2.3 Multimodal smart cards ................................................................................... 45 5.2.4 Mobile phone payments ................................................................................... 48

5.3 Rental services ......................................................................................................... 49 5.3.1 Bicylce sharing services ................................................................................... 49 5.3.2 Car sharing services ......................................................................................... 51

5.4 Demand responsive transport systems .................................................................. 53

5.5 Conclusions ............................................................................................................... 57

6 Transport management systems ................................................................................. 61

6.1 Introduction .............................................................................................................. 61

6.2 Transport management systems in general .......................................................... 61

6.3 Public transport ....................................................................................................... 62

6.4 General transport management systems ............................................................... 64

6.5 Conclusion ................................................................................................................ 66

7 Long term expectations ................................................................................................. 68

7.1 Introduction .............................................................................................................. 68

7.2 The future transport system ................................................................................... 68

7.3 New types of ICT technologies and related social trends ..................................... 69

7.4 Long term trends for travel information and transport management ................ 71

7.5 Long term trends in mobility services and new types of mobility ....................... 72

7.6 Conclusion ................................................................................................................ 72

8 Selection of best practices ............................................................................................ 74

8.1 Introduction .............................................................................................................. 74

8.2 Identified ICT options .............................................................................................. 74

8.3 Impacts of identified ICT options ............................................................................ 75

8.4 Selection of best practices ....................................................................................... 76

References ................................................................................................................................ 79

Annex A Studied FP6 and FP7 projects ..................................................................... 85

Annex B Interview schedule .................................................................................................. 87

Background .......................................................................................................................... 87

General information ........................................................................................................... 88

Annex C List of interviewees ................................................................................................. 91

Annex D Long list of indicators ............................................................................................. 92

Annex E Factsheets.................................................................................................................. 97


List of Figures Figure 1 Relationship between ITS categories and co-modality ........................... 16 Figure 2 Schematic representation of DRT architecture ................................................... 54 Figure 3 Overview of feedback loop in process steps in transport management systems

....................................................................................................................................... 62 Figure 4 Development of the transport system over the years. ....................................... 69


List of Tables Table 1 Results of the scoring of ICT options ..................................................................... 11 Table 2 Long list of indicators - summary .......................................................................... 21 Table 3 Indicators used for the broad assessment of ICT options ................................... 23 Table 4 Overview of static route planners ......................................................................... 29 Table 5 Overview of examples of dynamic and real-time multimodal route planners... 31 Table 6 Overview of ICT solutions related to personalized travel information .............. 34 Table 7 Overview of examples of in-vehicle travel information ....................................... 38 Table 8 Summary of broad assessment of travel information .......................................... 41 Table 9 Overview of identified multimodal e-ticketing schemes ..................................... 44 Table 10 Overview of identified mobile phone ticketing schemes ................................... 45 Table 11 Overview of identified smart cards ..................................................................... 46 Table 12 Overview of identified options for mobile phone payments ............................. 49 Table 13 Overview of identified Bicylce sharing services ................................................. 50 Table 14 Overview of car-sharing schemes in Europe ...................................................... 51 Table 15 Overview of identified DRT systems ................................................................... 55 Table 16 Summary of broad assessment of mobility services .......................................... 58 Table 17 Overview of identified transport management systems covering public

transport modes .......................................................................................................... 63 Table 18 Overview of identified transport management systems covering al transport

modes ............................................................................................................................ 64 Table 19 Summary of broad assessment of transport management systems ................ 67 Table 20 Summary of the results of the broad assessment of ICT options ...................... 77 Table 21 Long list of indicators – full version .................................................................... 93


List of abbreviations DRIP Dynamic Route Information Panel DRT Demand Responsive Transport FP Framework Programme ICT Information and Communication Technologies ITS Intelligent Transport Systems GHG Greenhouse Gas GNSS Global Navigation Satellites System GPS Global Positioning System GSM Global System for Mobile Communications I2V Infrastructure to Vehicle NFC Near Field Communication OBU On Board Unit OPTIMISM Optimising Passenger Transport Information to Materialize Insights for

Sustainable Mobility RFID Radio Frequency Identification PTA Personal Travel Assistant V2I Vehicle to Infrastructure V2V Vehicle to Vehicle WP Work package TMC Traffic Management Centre TMS Traffic Management System


EXECUTIVE SUMMARY

Objective and scope of the deliverable

This deliverable presents the results of the Work Package (WP) 4 of OPTIMISM. The main aim of this WP is to identify ICT options enhancing co-modality and assessing their potential to contribute to the decarbonisation of the passenger transport sector. To reach this objective the following five consecutive steps are carried out: 1. identifying ICT options enhancing co-modality; 2. carrying out a broad (qualitative) assessment of identified ICT options; 3. selecting best practices with regard to co-modality/ICT options; 4. estimating the impact of the identified best practices on mobility patterns; 5. estimating the decarbonisation potential and co-benefits of identified best practices.

In this deliverable the results of the first three steps are presented.

As mentioned above, in this deliverable we only consider ICT options that stimulate co-modality. Co-modality, is in this study, used as an umbrella term in order to capture both the terms multimodal and intermodal transport. Multimodal transport refers to the use of different modes of transport at different opportunities, while intermodal transport refers to the combination of different transport modes within one route/trip. All ICT options affecting multimodal or intermodal transport are the subject of research in this study. However, ICT options just focussing on single-modal transport (e.g. driving assistance systems for passenger cars) are not taken into account.

Identification of ICT options enhancing co-modality

Based on a review of existing and planned ICT-related projects in Europe, a review of available literature (including relevant FP6 and FP7 projects) and interviews with a selection of experts/stakeholders, we identified 15 types of ICT options supporting co-modality that are already implemented or will be implemented in the short/medium term. These 15 types, which could be categorised in three main categories (travel information services, mobility services and transport management systems) are: Travel information services

o Static route planners o Dynamic and real-time route planners o Personalised travel information o Infrastructure bounded travel information for public transport o Infrastructure bounded travel information for road transport o In-vehicle travel information

Mobility services o E-ticketing o Mobile phone ticketing o Multimodal smart cards o Mobile phone payments o Bicycle sharing services o Car sharing services o Demand Responsive Transport systems

Transport management systems


o Public transport management systems o General transport management systems

Alongside the identification of short term ICT options supporting co-modality we also discussed long-term ICT technologies that could contribute to multimodal transport. Some new and promising technologies that are identified are cloud computing, advanced GPS technologies, social media and floating vehicle and phone data.

Broad assessment of identified ICT options

A qualitative assessment of the mobility, social, environmental and cost impacts of the identified ICT options have been carried out, based on existing evaluation studies of options already implemented or tested in pilot projects. Since the number of evaluation studies was limited, the assessment of some of the impacts and/or ICT options was based on expert opinions (both from independent experts/stakeholders and OPTIMISM partners).

In general, most of the ICT options are expected to result in a shift of transport from the private car to public transport (and the bike). Most effective in this respect are car sharing services and personalised travel information services. Additionally, most options also result in significant travel time reductions, especially transport management systems. Expected impacts on travel demand are in general lower and should be mainly considered as rebound effects; since (some) transport modes become more attractive (e.g. public transport in case of multimodal smart cards) people will travel more frequently.

The various options may also have some social impacts. Particularly, real-time travel information services and transport management systems may contribute to lower congestion levels. Accessibility is expected to be improved, particularly by mobility services and transport management systems, while almost all options have positive impacts on travel time reliability. Finally, expected impacts on traffic safety are in general small, although there are some exceptions (bicylce sharing schemes and infrastructure bounded travel information for road transport are expected to influence traffic safety negatively, while in-vehicle information and car sharing services are expected to increase traffic safety).

Almost all ICT options are expected to result in lower emission levels, which is mainly the result of a shift of transport mode (e.g. from the car to public transport). For all options, it is expected that these positive environmental impacts undo the negative impacts of increased transport volumes. However, it should be noticed that these impacts are rather uncertain and hence further research in this field is required. The impacts on noise levels are, for all options, expected to be very small or even negligible.

All ICT options require significant investment costs, ranging from very moderate (e.g. personalised travel information services) to high (e.g. transport management systems). Additionally, for most of the options there are significant operational costs. An exception is the long run operational costs of public transport services as multimodal smart cards (or mobile phone payments) are introduced, since, in this case, the operational costs of ticket desks and vending machines could be reduced.


Selection of best practices

Based on the broad assessment of the impacts, overall scores of the ICT options are derived, to be used to select three best practices that will further be researched in Deliverables 4.2 and 4.3. Therefore, the various options are scored on a set of indicators (the impacts mentioned above) and subsequently the overall score for an ICT option was estimated by summing up the scores on the various indicators. The overall scores of the various options are shown in Table 1. The three ICT options with highest overall scores are: car sharing services, personalised travel information services and mobile phone payments. Since the availability of sufficient quantitative data on mobility impacts (which is a prerequisite to carry out the in-depth analysis of best practices in Deliverables 4.2 and 4.3) is questionable for the latter two options, we decided to consider these in connection with comparable options for which more quantitative data is available (dynamic and real-time route planners and multimodal smart cards respectively).

To conclude, the following best practices are selected for a more in-depth impact assessment: Car sharing services; Personalised travel information services / dynamic and real-time route planners; Mobile phone payments / multimodal smart cards.

Table 1 Results of the scoring of ICT options

ICT option Total score

Travel information

static route planners 5.4

dynamic and real-time route planners 7.0

personalized travel information 8.8

infrastructure-bounded travel information public transport 2.0

infrastructure-bounded travel information road transport 1.0

in-vehicle information 6.3

Mobility services

e-ticketing 5.0

mobile phone ticketing 5.0

multi-modal smart cards 8.1

mobile phone payments 8.2

bicylce sharing 5.8

car sharing 11.0

DRT 6.7

Transport management systems

public transport management systems 6.0

general transport management systems 7.6


1 Introduction

1.1 The OPTIMISM project

The main aim of the OPTIMISM project is to optimise passenger transport systems using co-modality ICT options, while keeping in mind the needs of passengers and ensuring that the impacts of any proposed measures are carbon neutral. It is intended to examine passengers’ current travel needs, mobility patterns and business models and to examine how future changes might be used to bring about more sustainable travel patterns. In the end, different sets of strategies and methodologies for optimising passenger transport systems based on co-modality ICT options will be created and developed. The activities of OPTIMISM can be grouped in three main categories:

1. Identifying the gaps and harmonisation of data in travel behaviour. This will lead to a unified set of data that will serve as reference material for future exploitation of existing studies and baseline information (or data).

2. Definition of the demand and supply factors that shape the transportation system and mobility patterns. This will aim to give an outlook on future development(s) by modelling and scenario simulation and

3. Defining the potential decarbonisation of the passenger transport system and ensuring the sustainability of the system. The decarbonisation potential and co-benefits of best practice(s) will be based upon an analysis of ICT co-modality options with an impact assessment of the research results. In addition, (policy) strategies will be developed to support the implementation of these best practices.

These activities are carried out in six work packages (WPs): WP1: Management; the main aim of this WP is to manage and coordinate all the

different activities within the OPTIMISM project. WP2: Harmonisation of national travel statistics in Europe; the main aim of this

WP is to describe the social behaviour, mobility patterns and business models through analytical insights into the data of Europe-wide national travel statistics – aiming to harmonise possible differences of the identified data (activity 1 mentioned above).

WP3: Demand and supply factors for passenger transport and mobility patterns – status quo and foresight; the main objective of this WP is to provide insights into the factors and key drivers shaping the transportation system and mobility patterns concerning passengers – aiming to give an outlook on future development (activity 2 mentioned above).

WP4: Analysing measures for decarbonisation of transport; this WP identifies ICT options in relation to co-modality and assess their potential to contribute to the decarbonisation of the transport sector (part of activity 3 mentioned above).

WP5: Elaborating on strategies for integrating and optimising transport systems; the main aim of this WP is to develop (policy) strategies for integrating and optimising transport systems for passengers, with a focus on ICT co-modality options (part of activity 3 mentioned above).

WP6: Dissemination and awareness; the main aim of this supportive WP is to ensure that the project’s practical outcomes are widely disseminated to the appropriate target communities.


1.2 Objective of this deliverable

In this deliverable the first results of WP4 are presented. As discussed above the main aim of WP4 is to identify ICT options enhancing co-modality and assessing their potential to contribute to the decarbonisation of the (passenger) transport sector. To reach this objective the following five consecutive steps are carried out: 1. identifying ICT options enhancing co-modality; 2. carrying out a broad (qualitative) assessment of identified ICT options; 3. selecting best practices with regard to co-modality/ICT options; 4. estimating the impact of the identified best practice on mobility patterns; 5. estimating the decarbonisation potential and co-benefits of identified best practices. In this deliverable the results of the first three steps are presented. The results with respect to step 4 and 5 are presented in Deliverables 4.2 and 4.3 respectively. The results of these three deliverables will be used as inputs for WP5, in which (policy) strategies to support the implementation of the best practices with respect to ICT options enhancing co-modality are developed, assessed and discussed.

1.3 Structure of the report

In the remainder of this report we discuss the definitions used along with and the scope

of the analysis (section 2). In section 3 the methodology to identify relevant ICT options

and to select the best practices is described in more detail. In sections 4, 5 and 6 the

identified ICT options are discussed; in section 4 the ICT options related to travel

information are discussed, while in section 5 the options related to mobility services are presented. The results related to transport management systems can be found in section 6. In section 7 the long term expectations (up to 2050) with respect to ICT

options enhancing co-modality are discussed. Finally, the conclusions and selection of best practices are presented in section 8.


2 Definitions and scope of the WP

2.1 Introduction

In this section we present the definitions of the main concepts used in this deliverable, as well as the scope of the WP. The definitions of the terms co-modality and ICT options are discussed in section 2.2. A detailed discussion of the scope of the WP is presented in section 2.3.

2.2 Definitions

The main concepts of this work package, co-modality and ICT options, can be defined in different ways. In order to ensure a correct interpretation of the final results of this work package a clear definition of these concepts is required.

2.2.1 Co-modality

With respect to the definition of co-modality many literature sources, like e.g. EasyWay (2012), refer to the definition included in the 2006 mid-term review of the White Paper on Transport (EC, 2006a). Here, co-modality is defined as:

‘the efficient use of different modes on their own and in combination’. Developing co-modality has been identified as one of the means to reach the objective of optimal and sustainable utilisation of resources. CEPAL (2011) describes this principle in more detail:

‘The principle of co-modality within transport policy should be understood as an approach which seeks to achieve efficiency in the modal distribution of transport and related services, for each journey and group of journeys, through the optimal use of each mode of transport and its possible combination with others, making the complete journey efficient and sustainable in accordance with the particular requirements of transport and the distance to be covered.’ As mentioned by LINK (2010), co-modality includes various measures: Measures optimising individual vehicles (clean & efficient vehicles); Measures enhancing the integration of modes for seamless transport; Measures supporting modal shifts. Co-modality is also often used as an umbrella term in order to capture both the terms multi-modal and intermodal transport (e.g. EasyWay, 2012). Multi-modal transport refers to the use of different modes of transport at different opportunities (trips/trip chains). Intermodal transport, on the other hand, refers to the combination of different transport modes within one route/trip (LINK, 2010). This way of defining co-modality is much narrower than the definition presented by the European Commission (2006). For example, driving assistance systems (which, for example, indicates the right moment to shift gear to reduce fuel consumption) is a co-modality measure if the broad definition of co-modality (as mentioned in European Commission (2006)) is applied. However, driving assistance systems don’t stimulate multimodal or intermodal


transport and hence from a narrow perspective isn’t considered to be a co-modality measure. In this project we will apply the narrow definition of co-modality. This means that we will consider ICT options which support multi-modal and/or intermodal passenger transport.

2.2.2 ICT options

Information and Communication Technologies (ICT) could be defined as:

‘a family of electronic technologies and services used to process, store and disseminate information, facilitating the performance of information-related human activities, provided by, and serving the institutional and business sectors as well as the public-at-large. ’ (Cohen et al., 2002)

ICT options could be used to change the transport sectors in two ways: by replacing transport or by changing the way transport is organised/operated. Replacement of passenger transport by ICT options could be realised by developments like teleworking, e-commerce, videoconferencing, e-business, etc. Although these kinds of ICT based options have a lot of rebound effects, most studies show that they will probably result in (small) transport (reduced transport demand and congestion levels) and environmental (less CO2 and air pollutant emissions) impacts (e.g. Bannister et al., 2007; CE Delft et al., 2012; Ecofys, 2008). Since these ICT based options do not directly affect co-modality we do not consider them in this study. ICT options could also affect the way transport is organised, operated and performed. In this respect we should also consider Intelligent Transport Systems (ITS). The European Commission defines ITS as ‘advanced applications which – without embodying intelligence as such – aim to provide innovative services relating to different modes of transport and transport management and enable various users to be better informed and make safer, more coordinated and ‘smarter’ use of transport networks’ (European Commission, 2010). Various categories of ITS could be distinguished1: Travel information systems; this category includes applications like real-time traffic

information devices, navigation systems, parking information systems, etc. Transport management systems; this category includes both applications related to

transport management (e.g. traffic operation centres, dynamic message signs) and applications related to demand and access management (e.g. low emission zones).

Mobility services; applications improving the quality of (integrated use of) transport modes. Examples are smart cards, integrated ticketing systems, rental services for public bikes, etc.

Vehicle control and safety systems; advanced technologies in vehicles and infrastructure which helps transport users to control vehicles in order to improve traffic safety or fuel efficiency. Examples of these kinds of systems are anti-collision warning and control systems, driving assistance, automatic braking and automatic driving and highway systems.

1 Loosely based on ITIF (2010).


ITS-enabled transportation pricing systems; electronic toll collection, congestion pricing and variable parking fees are examples of applications which are part of this category.

These various ITS categories differ in the way they affect co-modality, as is shown in Figure 1. Vehicle control and safety systems are mainly single vehicle options and therefore will not stimulate co-modality directly. The same holds - to a smaller extent - true for ITS-enabled transportation pricing systems. On the other hand, travel information systems, transport management systems and mobility services all include some applications that stimulate co-modality (although they do also include single vehicle options, e.g. navigation systems for passenger cars). Figure 1 Relationship between ITS categories and co-modality

Since the main aim of this work package is to identify and assess ICT options that enhance co-modality directly, we only consider applications from travel information systems, transport management systems and mobility services in this report. In sections 4, 5 and 6, these ITS categories are discussed in more detail and specific types of applications which support co-modality are distinguished. Finally, to keep things simple, we use, in the remainder of this report, the term ICT to also to refer to ITS. Only in cases in which the use of the term ICT could be confusing will we explicitly distinguish between ITS and ICT.


2.3 Scope of the WP

In this section we briefly discuss some issues with respect to the scope of this work package. These include the types of transport considered, the user perspective, the geographical scope of the WP, the time span considered, and the impacts of the ICT options that are considered in the broad assessment.

2.3.1 Types of passenger transport modes

The focus of this work package is on passenger transport. This is in line with the overall scope of OPTIMISM. It includes passenger transport in both urban as well as rural areas, and covers all transport distances. Furthermore, all passenger transport modes are included, viz. passenger cars, public transport modes (bus, train, tram, metro, taxi), aviation, but also the non-motorised modes (walking and cycling).

2.3.2 User perspective

In this work package we consider the various ICT options both from the perspective of the traveller and the provider. Travel information services and mobility services are considered from the user perspective. This implies that the background systems of these ICT options are not, or only to a limited extent, discussed. The reason for this is that the background system does not directly affect mobility patterns and therefore studying these systems is not necessary within the scope of the project. The transport management systems, on the other hand, are discussed from the provider perspective, since these systems mainly affect decisions made by providers.

2.3.3 Geographical coverage

The analysis carried out in this work package is mainly limited to ICT options implemented, planned to be implemented or developed in European countries (EU27 + candidate member states + Norway and Switzerland). However, particularly with respect to long term projections of potential ICT options supporting co-modality, interesting ideas and developments from other countries are taken into account.

2.3.4 Time span

Currently, different ICT options already have been implemented and are already used on a large scale. Other ICT options are still in the pilot phase or even in the research and development phase. Finally, there are also some technologies, which have not yet resulted in ICT options, but which are very likely to result in useful ICT options in the (near) future. In order to include the full range of possible ICT options both the short (2020) and long term (2030/2050) are included in this study. The scope of the assessment of ICT options on the short and long term, however, differs. For the short term specific applications of ICT options are analysed. Over the long term it is mostly not clear what specific ICT applications will look like. Therefore, we just discuss the general ICT technologies and pathways that are expected to be important in the long term. Another element of the time span of the analysis is related to the impacts to be assessed for the various ICT options. Since long term impacts of these options may differ from short term impacts (e.g. due to long term rebound effects), it is important that not only short term but also long term impacts are considered.


2.3.5 Impacts of ICT options

In this work package the direct impacts of ICT options supporting co-modality are considered. The following categories of direct impacts are included: macro mobility impacts (e.g. transport demand, modal shift), other mobility impacts (e.g. congestion, safety), environmental impacts (e.g. climate change, air pollution) and costs (investment costs, maintenance and operational costs). Indirect or secondary impacts, like macro-economic (impacts on GDP levels, employment levels, etc.) and social (e.g. distributional impacts) impacts are not considered. Also the environmental and social impacts that are associated with the implementation of the ICT options (CO2 emissions as a result of ICT use, additional employability, etc.) are not considered in this deliverable. With respect to this deliverable this implies that the broad assessment of the ICT options will be only based on these direct effects of ICT options. A more detailed discussion on the impacts considered in this deliverable can be found

in section 3.


3 Assessment framework

3.1 Introduction

In this section we present the framework used to identify and broadly assess the ICT options supporting co-modality. In section 3.2 we first discuss the process to identify (and categorise) the various ICT options. Next, the framework for the broad assessment of identified ICT options is presented in section 3.3. Finally, we discuss the selection procedure of best practices in section 3.4.

3.2 Identifying ICT options

The identification of ICT options enhancing co-modality is based on available evidence in the literature and the European countries on existing and planned projects and expectations of future developments in the field of this kind of technologies. The following information sources are used to identify the relevant ICT options:

National ICT projects; based on public sources and experts knowledge of the OPTIMISM partners we identified relevant ICT projects implemented or planned to be implemented in various European countries. The following countries were considered in this analysis: Belgium, Czech Republic, Finland, France, Germany, Greece, Hungary, Ireland, Italy, Netherlands, Poland, Spain, Sweden, Switzerland and the UK.

European ICT projects; based on a systematic Internet search we identified some Europe-wide ICT options supporting co-modality.

Relevant FP6/FP7 projects; a large number of FP6 and FP7 projects have been reviewed to identify relevant ICT options or databases with relevant ICT options. A list of the FP6/FP7 projects identified can be found in Annex A.

Review of scientific and grey literature; based on an Internet search and relevant databases we selected some scientific and grey literature that provide evidence on implemented and planned ICT options as well as expectations of future developments in this field.

Interviews with experts/stakeholders; 19 experts/stakeholders in the field of ICT options stimulating co-modality in passenger transport have been interviewed. These interviews had a semi-structured character, by using an interview schedule as guideline for the interviews (see Annex B). The selection of the interviewees was based on a two-step approach; first, a long list of relevant experts/stakeholders was developed based on the OPTIMISM partners’ networks and Internet searches. In the next step, a selection of interviewees was made, based on the following criteria:

o Coverage of different sectors/organisation types; the final selection of interviewees consisted of people from public transport companies, ICT companies, governments and universities/independent consultants.

o Geographical coverage; the final selection of interviewees covered a rather broad range of Member States from all over Europe.


o Coverage of different transport modes; the final selection of interviewees included stakeholders associated to both public (road, rail, aviation) and private transport.

The final selection of interviewees can be found in Annex C. For each of the ICT options identified in this data gathering process a fact sheet was developed including information on the following aspects: country in which the solution is (planned to be) implemented; modes involved; status of the project; brief description of the ICT option; information on realised/expected impacts (if available); additional information. All fact sheets produced within this project can be found in Annex E. Finally, a categorisation of the identified ICT options is made to derive a limited number of subcategories within the main categories of ICT options identified in section 2.2.2: travel information, mobility services and transport management systems. In

section 4, 5 and 6 these subcategories are presented and analysed.

3.3 Broad assessment of impacts of ICT options

The second step of WP4 is to provide a broad (qualitative) assessment of the identified ICT options. As mentioned in section 2.3.4, this assessment will be focused on the ICT options for the short term. For the longer term (up to 2030/2050), information on the specific ICT applications that may be applied is not available (due to the relatively fast development speed of this kind of applications). Instead, in section 7,we will provide a general discussion on routes/scenarios with respect to ICT technologies and applications which could possibly contribute to increased co-modality in passenger transport in the long term.. This also implies that the best practices that are selected in the third step of WP4 (see section 3.4), and which will be further studied in Deliverables 4.2 and 4.3. The broad assessment of impacts of the identified ICT options consists of two main steps: identification of a set of indicators; assessment of ICT options based on the selected indicators.

3.3.1 Identification of a set of indicators

For the identification of a set of indicators for the broad assessment of identified ICT options we applied a two-step approach: 1. Firstly, a long list of potential indicators was developed. Each indicator was

assessed on the basis of whether it is needed to realize the objective of WP4 of OPTIMISM based on a number of criteria.

2. Secondly, based on the assessment in the first step, a final selection of indicators was made.

Long list of potential indicators For the long list, indicators were selected based on four criteria:


Clear linkage between indicators and (strategic) targets. In this case, (quantified or quantifiable) objectives from the EU White Paper and other relevant documents (in the case of OPTIMISM, user behaviour studies, travel choice studies, etc.) are used.

Potential to quantify the previously mentioned (strategic) targets and indicators through identification of relevant parameters for potential ICT options. This criterion is particularly important with respect to the assessments to be applied in Deliverables 4.2 and 4.3 (in which step 4 and 5 of WP4 will be described, see also section 1.2). However, to have the assessment framework for this deliverable and for the other two deliverables in line, it is useful to take this criterion into account at the outset.

Only indicators referring to direct impacts of ICT options enhancing co-modality are taken into account. Indirect effects (e.g. impacts on economic growth) are not considered (see also section 2.3.5).

In addition to this (more or less) standard set of strategic indicators, also some specific indicators with respect to particular features/transferability of ICT options will be selected. These indicators are more case specific and hence are not included in strategic policy documents.

Based on these criteria a long list of potential indicators was drafted, of which a summary version is presented in the table below. A fully elaborated version of the long list – including the detailed links with the EU White paper – can be found in Annex D. Table 2 Long list of indicators - summary Indicator Linked indicator,

identified in White Paper 2011

Scope Unit Relevant for OPTIMISM

Mobility related indicators Transport volume

Transport activity Passenger transport

pkm Yes

Modal share Modal shift Passenger transport

% of pkm Yes

Travel time Travel time Passengers hours Yes Transport intensity

Mobility of citizens

Passengers pkm/population Maybe


Passengers ‘Choice’ Maybe

Economic and social indicators Monetary cost Unit cost Passengers €/pkm Yes

Investment cost ICT options €/option, €/pkm Yes Operational cost ICT options €/year, €vkm Yes Congestion Passengers Congested km,

timeloss/pkm Yes

Transport related sectors

Society €/km, €/year No

Innovation and research

Society €/option, €/year No

Reduction of administrative burden

Society €/km, €/year No


EU budget Society €/year, €/Member State

No

International relations

Society ? No

Economic growth

Economic growth Society GDP No

Employment Employment levels and conditions

Society Working places No

Spatial distribution of economic impacts

Distributional impacts

Society GDP/capita, Gini-coefficient

No

Transport growth and decoupling


Society pkm/GDP No

Vehicle stock and ownership

- Passengers Number of vehicles

No

Accessibility Accessibility Passengers ‘service quality’ Yes Accessibility Society ‘hours’ Yes

Safety Safety Transport sector

Number of casualities

Yes

Environmental related indicators Energy consumption

Energy use/ Energy efficiency

Transport sector

ktoe (kilotonne of oil equivalent)

Yes

Renewable energy use

Transport sector

% of total energy use

No

Climate change Climate change Society, transport sector

Mton GHG Yes

Air quality Air pollution Society, transport sector

Ton NOx, PM Yes

Noise exposure Noise pollution Society, transport sector

% Ln > 55 dB Yes

Land take and fragmentation

Not mentioned in the White paper

Society, transport sector

km2 No

Other indicators Transferability Not relevant ICT option Not relevant Yes Success and failure factors

Barriers ICT option Not relevant Yes Situational factors enhancing effectiveness

ICT option Not relevant Yes

Selection of indicators Based on the assessment of the indicators on the long list – as presented in the table above – we selected the indicators listed in Table 3. Please notice that the indicator ‘Energy use/efficiency’ – although indicated as relevant for OPTIMISM in Table 2- was


not selected to be used in the broad assessment, because this indicator is closely related to the indicator ‘climate change’, which was selected. Selecting both indicators would not result in additional insights in the effects of ICT options. Additionally, the indicators for transport intensity aren’t selected, because they are closely linked to indicators like transport volume/demand and modal shift. Since the assessment in this deliverable is in qualitative terms, we do not explicitly define parameter units. Instead, we assess these indicators in more general terms, as is illustrated in Table 3. Table 3 Indicators used for the broad assessment of ICT options Indicators Description of qualitative assessment Macro mobility impacts Transport demand Transport demand is much lower (-2), lower (-1), no

change (0), higher (1), much higher (2). Modal shift There is a high shift to private transport (-2), a low shift to

private transport (-1), no modal shift (0), a low shift to public transport (1) or a high shift to public transport (2).

Travel time Travel time is expected to increase significantly (-2), increase a little (-1), doesn’t change (0), decrease a little (1), decrease much (2).

Other mobility impacts Safety The number of traffic accidents and fatalities/injuries is

expected to increase much (-2), increase a little (-1), does not change (0), decrease a little (1), decrease much (2).

Congestion Congestion levels will increase much (-2), increase a little (-1), does not change (0), decrease a little (1), decrease much (2).

Accessibility Accessibility of cities/facilities (for some groups of travellers) will decrease much (-2), decrease a little (-1), does not change (0), increase a little (1), increase a lot (2).

Reliability The reliability of travel times will decrease much (-2), decrease a little (-1), does not change (0), increase a little (1), increase a lot (2).

Environmental impacts Climate change CO2 emissions will increase much (-2), increase a little (-

1), does not change (0), decrease a little (1), decrease much (2).

Air pollution The amount of PM and/or NOx emissions will increase much (-2), increase a little (-1), does not change (0), decrease a little (1), decrease much (2).

Noise emissions The number of people seriously affected by transport noise will increase much (-2), increase a little (-1), does not change (0), decrease a little (1), decrease much (2).

Costs Investment costs The investment costs of the ICT option are expected to be

very high (-2), high (-1), moderate (0), low (1), very low (2).

Operational and maintenance (O&M) costs

The O&M costs of the ICT option are expected to be very high (-2), high (-1), moderate (0), low (1), very low (2).


Success and failure factors Barriers Which barriers with respect to (successfully) introducing

the ICT options could be distinguished? Positive situational factors

Are there any situational factors that enhance the effectiveness of the ICT option?

Transferability Transferability It is expected that it is very unlikely (-2), unlikely (-1),

neutral (0), likely (1), very likely (2) that the ICT option could be successfully transferred to other contexts (cities, countries, modes)

3.3.2 Assessment of ICT options based on selected indicators

The broad, qualitative assessment of ICT options is based on the evidence gathered during the first step of this work package (by studying national/European projects, FP6/7 projects, relevant literature and carrying out some interviews with experts/stakeholders). To make the assessment of the various ICT options comparable we score every indicator on a qualitative scale (-2, -1, 0, 1, 2) (see Table 3). Preferably, we make use of ex-post or ex-ante evaluation studies to score the ICT options on the various indicators. However, if these are not available we rely on the opinions of relevant stakeholders/experts (e.g. the manager of the ICT project) or we used information and literature available and completed the assessment with the existing knowledge on the options. It should be noticed that ICT options may influence users’ travel behaviour in various ways; it may stimulate people to shift modes, to increase trip-making (generate new trips), to reduce travel distances, etc. In addition, all kinds of rebound effects may occur if ICT options are implemented. For example, a real-time route planner may contribute to lower congestion levels since people who are informed of traffic jams will look for alternatives (other routes, other departure times, other modes). However, in the long run lower congestion levels may result in increased car use; travellers who initially avoid car use during rush hours because of the high congestion levels may decide to switch to the car if congestion levels are reduced. Due to these different (and sometimes contrary)effects of ICT options, the assessment of impacts is rather complicated and uncertain. A thorough assessment of all the various effects of ICT options is necessary to provide final conclusions on the impacts of these options. This will be done for some ICT options (the so-called ‘best practices’) in Deliverables 4.2 and 4.3. In these deliverables we limit ourselves to a more broad assessment, showing which effects may be important and providing a first expert guess of the sign and size of the overall impacts.

3.4 Selection of best practices Based on the broad assessment of identified ICT options, three best practices are selected for further analyses (in Deliverable 4.2 and 4.3). A standardised scoring template is developed for this selection procedure. This standardised scoring template is based on the above mentioned indicators. The aggregate score for a specific ICT option is calculated by taking the sum of the scores on the individual indicators.


As can be seen in Table 3, a higher score on an indicator means that the option contributes more to a sustainable transport system (a more elaborated discussion on sustainable transport and the way to define it will be presented in Deliverable 5.3). For example, an option that contributes highly to decarbonisation of transport scores a 2 on the indicator ‘climate change’, while an option that leads to increased GHG emissions scores a -1 or even a -2. The overall scores for the various options, which are actually the sum of the scores on the individual indicators, therefore provide a first assessment of the contribution of the options to a more sustainable transport system. It should be noticed that changes in transport demand has contrary impacts on the sustainability of the transport system. On the one hand, additional transport demand results in extra emissions and increased congestion levels and hence may have a negative impact on the sustainability of the transport system. However, on the other hand, transport also provides a lot of benefits to people and society (e.g. increased accessibility) and hence an increase of transport demand may also have positive effects on the sustainability of the transport system. Because of this ambiguity of transport demand with respect to sustainable transport we do not use it as a selection criterion in this study2. The scores on this indicator are only meant for informative purposes. Finally, also the indicators ‘barriers’ and ‘positive situational factors’ are not used in the selection procedure, since these indicators could not be scored. In addition to the aggregate score on the various indicators, the availability of (at least some) quantitative data on the impacts of the various ICT options should be considered for the selection of best practices (since the main aim of the assessments carried out in Deliverable 4.2 and 4.3 is to present quantitative estimates of impacts of selected best practices, and hence the availability of at least some quantitative data is crucial). In this respect especially, the availability of quantitative data on macro mobility impacts is crucial; many of the other indicators could be estimated based on macro mobility data. To conclude, the options that are selected should combine both the availability of quantitative information as well as specific promising elements. Therefore, the selection rule consists of two elements: For the ICT option at least some quantitative information is available with respect

to macro mobility impacts (transport demand, modal shift, travel time).

The (unweighted) sum of the average scores.

2 Notice that many of the other indicators are directly related to transport demand (e.g. if transport

demand increases this will, ceteris paribus, also result in increased emission levels). Therefore, the impacts of the ICT options on transport demand are implicitly taken into account in the selection procedure. An advantage of this ‘implicit approach’ is that both the positive and negative impacts of changes in transport demand on the sustainability of the transport system are taken into account.


4 Travel information

4.1 Introduction Travel information may influence people’s travel behaviour. In this section the ICT options related to the provision of travel information are discussed. In the remainder of this section we discuss the following types of travel information services: Static multimodal route planners; Dynamic and real-time multimodal route planners; Personalised travel advice; Infrastructure-bounded travel information; In-vehicle travel information.

First of all, section 4.2 briefly describes the different types of travel information, as well as the general mobility impacts, which can occur as a result of travel information. In sections 4.3-4.5 we discuss the four types of travel information services. For all of the four types the identified applications are presented together with an assessment of the potential impacts of these applications in practice. This section ends with a summary of the main conclusions in section 4.7.

4.2 Travel information in general The term travel information is a very broad catch-all term; there are numerous differences with regard to means and types of travel information. For a better understanding of the variety within the supply of travel information, we can divide the characteristics of travel information into three groups: content of the information: information can be provided on different aspects of a trip.

The most common aspects are departure and arrival times, costs, geographical information, but also facilities at a railway station can be relevant.

means of information provision: information can be provided by different means, like smart phones, navigation devices or information panels.

type of information: examples of types of information are qualitative versus quantitative, personalised versus collective or static versus dynamic/real-time information.

Because travel information plays a significant role in the travel decisions of individuals, it can contribute to the optimisation and decarbonisation of the transport sector (Abdel-Aty 1999 p.195 in Spruijtenburg, 2009). According to Spruijtenburg (2009) travel information can: reduce uncertainty in decision making, help travellers make better travel choices by increasing their knowledge levels, and lead to a more efficient use of the available transport infrastructure networks. As mentioned before, travel information may influence the decision making process of travellers. Potential mobility effects as a result of travel information are (Chorus, 2007; Goudappel Coffeng and TU Delft, 2009; KiM, 2009): Change of time of departure: a traveller can choose to postpone or to advance a trip.


Change of mode: based on travel information a traveller is able to make a better comparison of different modes. This may change his/her initial mode choice, in favour of public transport or in favour of the private car.

Route optimisation: travel information may result in travellers choosing more efficient routes and hence in less passenger-kilometres.3 However, on the other hand, travellers may also be stimulated to choose an alternative route in case they are informed about traffic jams or delays. In this case travel information may result in additional passenger-kilometres, but might still reduce GHG emissions, because driving in traffic jams results in more emissions compared to driving at a constant speed. Finally, travel information can also contribute to the combination of different activities in one trip instead of making different trips, which results in a reduction of passenger-kilometres.

Cancellation of trips: travel information may result in adaptation of different aspects of a trip, but another possibility is that a traveller decides to cancel the trip based on the provided information. An employee being able to work at home might cancel his commute trips on days of road construction on his regular route.4

The extent to which travel information may change transport and mobility patterns depends on multiple factors. First, the mobility effects depend on the phase of consulting the travel information. Pre-trip there are often more transport alternatives available and hence information provided at this stage is more effective than information provided en-route. Secondly, mobility impacts strongly depend on the type and amount of information provided. Real-time information has more impact on the actual routing of trips than static information. Additionally, adding extra information on issues like costs, accessibility and available facilities along with the more traditional travel information like routes and departure times may increase the effectiveness of travel information provision. Furthermore, there may be some type of lock-in, as a car driver, who has already made the decision to go by car only gathers travel information for cars and does not consider public transport alternatives. Finally, there are differences in the extent to which different types of travellers gather travel information. A commuter going to work on a daily basis only has a need for travel information in case of disruptions, while travellers making irregular trips are tended to use route planners for their trips more often. In more general terms, travel information is particularly effective in changing non-habitual travel behaviour. In the next sections mobility impacts as a result of the four specific travel information services are described in more detail.

4.3 Multimodal route planners Nowadays route planners are the most common form of travel information, while in the past travelers could only inform themselves on departure and arrival times of public transport by printed timetables. Since the 1990s information could also be requested

3 It is important to consider also rebound effects. Empirical evidence shows that people have a

rather fixed time-budget for travelling (e.g. Levinson and Kumar, 1995; Lawton, 2001). As a consequence, reducing the time needed for a specific trip may stimulate people to make more trips (not consequently by car). 4 Again rebound effects should be considered.


by telephone. The introduction of mobile phones enabled travelers to call the respective service number en-route. At the end of the 1990s the option to plan a trip online was introduced. Because of the lack of mobile internet connectivity, the majority of travel advices were provided via desktop computers, but, with the recent introduction of mobile internet, travel information can now be checked en-route by using specific smart phone applications.

In their study on the development of a European multimodal route planner Tempier and Rapp (2011) mention that multimodal routeplanners can mostly be accessed via Internet; they define a multimodal journey planner as: ‘… an IT system able to propose a set of one or more transport services answering at least the question “How can I go from location A to location B at a given departure/arrival date and time and under which conditions”.’ Although there are many ways to characterise multimodal route planners, we describe the set of them based on the difference between static route planners in section 4.3.1 on the one hand and dynamic and real-time route planners in section 4.3.2 on the other hand.

4.3.1 Static route planners

Static route planners provide - as the name already suggests - static information. Cheung (2010) identifies the information provided on road signs, posters and printed time-tables as examples of static information. In general, static information does not cover the latest situations, like disruptions and delays. For multimodal route planners this implies that travel advice provided by such services is based on regular services under normal conditions. Static route planners are mostly used pre-trip to find the best potential way to travel. The rise of on-line route planners can be linked to the market penetration of desktops and internet access over the last decade. In Table 4 examples of static route planners are listed. Because nowadays most current route planners also provide dynamic and real-time information, this list is relatively short. With respect to Auto OV planner an evaluation study on the impacts of this instrument is available. For the other identified options no evaluation studies were carried out. Therefore, the assessment of these options is mainly based on expert opinions. The results of the broad assessment are shown in Table 8.


Table 4 Overview of static route planners

Option Modes involved

Country Brief description

Ecopassenger All modes EU Static multi-modal route planner for the EU (excluding the UK). This route planner contains a detailed emission module, estimating CO2 and air pollutant emissions for the requested trip.

Poznan Metropolitan Area Travel Planner

Bus, Tram Poland Static multi-modal route planner for the Poznan region.

Resrobot All Sweden Static multi-modal route planner providing door-to-door travel information in Sweden and showing connections to rail stations in Norway, Denmark and Northern Germany.

Rejseplanen Car, public transport, cycling, walking

Denmark Static multi-modal route planner providing door-to-door travel information in Denmark (and parts of Sweden and Germany). Additionally, Rejseplanen covers an e-ticketing system for public transport.

Auto OV planner

Car and public transport

Netherlands The Auto OV planner, a product of the Reisinformatiegroep in the Netherlands, was provided as an experiment to test the combination of providing travel information on both public transport and the car in the Netherlands.

In general, because static route planners provide the most efficient routes (in terms of travel time) travel time reductions may be expected. Expected impacts on total transport demand are less clear, since various effects are involved: first, the ease of travelling may increase, which may encourage people to travel more. Secondly, people may choose other routes or modes which may both result in more (e.g in the case where people switch from car to public transport, the total number of passenger-kilometres often increases) or less (e.g. people choosing a shorter route) kilometres. Finally, due to a reduction of average travel times (in terms of minutes per trip) the length or number of trips may increase; the time saved by the reduced travel times may be spend on additional or longer trips. Overall, we expect a small positive impact on transport demand. Thirdly, since static route planners might enhance the reliability and overall quality of the public transport network, a modal shift from private transport to public transport might occur, as was also found in the evaluation of the Dutch Auto OV planner (Reisinformatiegroep, 2007a). This evaluation shows that: About 6% of the sample of people considered in this evaluation used this static

route planner shortly after introduction. After providing a stimulus to consult the route planner, about 32% of the sampled population consulted the route planner.

About 0.6% of the people in the sample changed their mode, route or time of travel as a result of the route planner. After providing the stimulus this increased to 4%.


About 0.4% of the people in the sample changed modes, often in favour of public transport. In the second round this percentage increased to 2%. The changes in modes were most often made for leisure and non-frequent trips.

Due to these macro-mobility impacts other mobility impacts and environmental impacts may also occur. People will perceive transport as being more reliable, since they are better informed on issues like departure and arrival times. Increased reliability probably will result in an increased public transport demand: satisfied travellers keep using public transport modes, while new public transport users are attracted by the higher reliability. Expected impacts of static route planners on traffic safety and congestion levels are negligible. With respect to the environmental impacts a small effect on emission reductions is expected: the modal shift to public transport results in lower emissions due to the lower emission factors of public transport modes compared to cars. This emission reduction is partly offset by the additional transport demand. An overall net emission reduction is expected, because the emissions reductions as result of the modal split are expected to be higher compared to the additional emissions of extra travel demand. Because no evaluation studies have been found investigating the impacts on the long term, these estimations are very uncertain. Finally, the impact on noise levels is expected to be negligible. The costs of a static route planner are expected to be significant. For example, the evaluation study of the AutoOV route planner in the Netherlands shows that the annual costs are equal to ca. € 53 million. These costs include investment costs, operational costs and costs of maintenance etc. The social cost benefit analysis that has been performed (Reisinformatiegroep, 2007b) shows that the social benefits (e.g. travel time reductions, increased reliability, reduction of vehicle loss hours) are probably much higher: if a penetration rate of 6% is assumed for the route planner the annual total benefits are ca. € 157 million, resulting in a net social benefit of about € 100 million. Although the social benefits outweigh the social costs, a barrier which is valid for all types of travel information is the lack of travellers and other market actors’ willingness to pay for information. Those actors expect the transport operators to provide this information, although the other market actors also benefit from the investments of the transport operators. This implies that developers of route planners and traffic operators, which offer travel information services have to come up with business models which do not rely on a direct monetary contribution by travellers. This also limits the speed of innovation (source: interview with Bram Munnik, 9292).

4.3.2 Dynamic and real-time route planners

Besides information provided on regular services of traffic operators, information can also be provided on the actual situation, which can be useful shortly before departure or during the trip. Although dynamic and real-time are often used to indicate the same type of route planners there are differences between dynamic and actual (real-time) information. Cheung (2010) refers to dynamic information as information which includes prior notifications by responsible authorities. Examples are route changes as a result of construction works or changed time schedules due to events. Real-time information includes the provision of up-to-the minute information based on the actual


situation, like delays as a result of accidents and traffic jams. Real-time information can reduce the level of uncertainty and inconvenience during trips. Because dynamic and real-time route planners are most valuable just before departure or during the trip, they can also be accessed through smart phone applications. Although every website can be accessed with a smart phone with internet connection, special applications can increase the user-friendliness. An overview of dynamic and real-time multimodal route planners is given in Table 5.

Table 5 Overview of examples of dynamic and real-time multimodal route

planners



Scotty Car, bike, public transport, aviation

Belgium Nationwide, multimodal route planner, providing both static and real-time travel information.

CAIRO Public transport

Germany Pilot iPhone/smartphone application that connects static as well as dynamic travel information on public transport, car-sharing and bike-rental. It also allows for electronic ticketing and might be personalised.

SMART-WAY Public transport

Germany/Italy

Smartphone application providing a dynamic route planner. Field tests have been carried out in Dresden and Turin. A roll out across Europe is planned

Muoversiaroma.it

Car, public transport, walking

Italy Real-time traveller information service which could be connected by mobile devices for Rome.

Luceverde Car, public transport

Italy Multi-modal, real-time traveller information system supplied by web and through smartphone applications in Rome and Lazio Region.

E MOTION Cars, Public transport, aviation

EU Multi-modal route planner providing real-time travel information for several European cities/regions and for transport between them. Travel information is accessible by mobile phones.

9292OV Public transport

Netherlands Static and real-time multi-modal route planner for the Netherlands.

Transport direct

All public and private modes

UK Transport Direct (TD) aims to provide travellers with an integrated journey planning information service, including provision of real-time travel and transport information and through ticketing.

Infopoint Car, public transport

Italy Static and dynamic multi-modal route planner (incl. intermodal aspects as Park&Ride) for the city of Rome.


IC-IC Aviation, car, public transport

NetherlandsGermany, France, Austria

Pilot of a real-time information system for air travellers. This system provides information with regard to facilities and services at the next immediate destination and/or next transport provider(s).

Reiseauskunft Public transport, walking

Germany Multimodal route planner covering public transport and walking.

Wisetrip Public transport

EU Platform to interconnect journey planner systems to combine urban and long-distance transport information systems.

EU-Spirit Public transport

EU Application connecting existing Internet-based information service systems for short and long-distance transport.

Tussam Public transport

Spain Tussam (the public transport operator in Seville) implemented a service that allows checking for the latest updates of any delays to the service.

The results of the broad assessment of dynamic and real-time route planners can be found in Table 8. These results are based on a combination of evaluation studies and expert opinions.

In general, the mobility effects which can be expected as a result of the use of dynamic and real-time route planners are comparable to the effects of static route planners. However, these effects might be slightly larger; due to the possibility of en-route consultations of these route planners, travellers can adapt their route or mode choice en-route to limit the extra travel time due to the disruptions. However, by taking detours to avoid disruptions, the total number of kilometres travelled may slightly increase. Finally, since real-time travel information may improve the attractiveness of public transport, a slightly larger shift from the car to public transport (compared to static route planners) could be expected.

A good example of a multimodal route planner, where mobility impacts have been evaluated, is Transport Direct: a multimodal route planner in the United Kingdom, developed by Atos Origin. The route planner was launched in July 2004 being the world’s first national door-to-door public transport planner. In 2007, AEA Technology carried out an evaluation. Based on a qualitative and quantitative analysis of public surveys this evaluation showed that:

most people used the single-mode options (46%) instead of the door-to-door option (43%).

the portal was mostly used for unfamiliar trips (around two third) and occasionally made trips (almost 25%). To a large extent this involved business trips (36%) and trips to friends (14%).

21% of the respondents intended to change their modal choice as a result of the travel information provided.


7.7% of the respondents indicated they would switch to public transport, while 2.3% indicated to switch from public transport to the car. Combining these two outcomes results in a net modal shift of 5.4% from car to public transport.

Concerning route and time, 17% stated that they would change the route of an earlier made trip based on provided information, 3% said to make a journey they would otherwise not have made. 24% also mentioned a change in time.

Overall, the survey results show that almost half of the respondents would change their behaviour in some way based on the information provided by the Transport Direct portal (AEA, 2007).

In addition to the macro-mobility effects discussed above, dynamic and real-time route planners may also result in other mobility impacts. In particular, the impact on reliability of travel times may be significantly larger than for static route planners, since dynamic/real-time planners provide information on actual traffic conditions. Additionally, the impact on congestion levels may be larger than for static route planners; since people are better informed on traffic conditions they will more often look for alternatives to avoid traffic jams or other disruptions.

With respect to the environmental impacts of dynamic and real-time route planners various aspects should be considered, as was the case with static route planners. On the one hand, real-time and dynamic route planners may increase the reliability and hence attractiveness of public transport, which may result in a modal shift from the car to public transport and hence in lower emission levels. We expect this effect to be larger than for static route planners. On the other hand, the route planners may also increase total transport demand (generating new trips). Also, the real-time character of the information provided by these route planners may affect total transport volumes. Since these route planners provide alternatives to avoid disruptions, total transport volumes may increase since detours often requires extra kilometres. However, these route planners might also reduce extra kilometres when travellers can better anticipate disruptions: for example, travelling to a railway station to discover that trains are cancelled is unnecessary. The net impact of the dynamic and real-time route planners on transport volumes in case of disruptions is very uncertain, but we expect it to be small. Further research on this topic is certainly needed. To conclude, we expect that in the end the positive environmental impacts of an increased modal shift are (slightly) higher than the negative impacts of extra transport volumes. Hence, this option will result in lower emission levels. The impact on noise levels is expected to be negligible. One major barrier, which should be taken into account for all applications making use of real-time and dynamic information, is the availability of open-source data and uniform data sets. The information availability and provision itself should also be arranged in a proper way. In order to be able to develop applications that could be used in several regions open data should at least be available at the national level. Open source standards should ensure that each stakeholder can use all data and can combine different data sets easily. Barriers are the juridical aspects and framework conditions related to responsibility and privacy issues. Besides these barriers another concern is related to the technology behind applications: the technology should be robust enough to deal with large data flows per minute in case of dynamic information. Because a traveller is only interested in personalised and up-to-date information these data flows needs to be filtered to only deliver the relevant information. In some European Member States the policies related


to providing and handling open source data are better arranged than in other Member States. These aspects must be seen as relevant factors influencing the innovation process of dynamic and real-time route planners.

4.4 Personalised travel information In some of the previous mentioned ICT solutions the trend towards more personalised information can already be observed. Personal travel advice can be obtained based on personal preferences. However, when using a route planner a traveller still needs to take the initiative to gather (personalised) travel information. In recent years some pilots have been run which test the ability to provide travel information in a more active way and based on an individual’s daily schedule and personal preferences, for example by integrating route planners with Microsoft Outlook. In Table 6 ICT solutions related to personalised travel information are presented.

Table 6 Overview of ICT solutions related to personalized travel information



Sixth sense transport

All UK An innovative, open, extensible technical platform which provides users understandings of the relationships between their own future transport plans and those of others. By using social networking principles personal transport options will be made clear.

GoAbout Car, public transport, bicycles, walking

NL Go About helps to plan trips by making use of an Outlook plug-in. Travel times are calculated automatically and are inserted in the traveler’s calendar.

PTA project All NL The PTA project in Amsterdam is aimed at developing a Personal Travel Assistant system, which combines available information from the various transport providers with a social network. The information is available via the web and mobile networks with the option to be linked to a personal agenda and to make smart combinations with other users.

Traffical Car NL Outlook plug-in for Blackberry users to automatically receive travel advice when making appointments. Before departure most actual travel information will be send to the user via sms (only Blackberry).

i-Tour All European project

i-Tour will support and suggest the use of different transport modes taking into account user preferences and real-time information. i-Tour promotes a new data collection approach based on the information provided by the whole user community. PCs, PDAs and smart phones can be used to access i-Tour.


No evaluation studies on the impacts of personalised travel information were found. Therefore, the broad assessment of the impacts of these options is based on expert opinions (see Table 8).

The main difference between dynamic real-time route planners and personal travel assistance options are the changed role of travellers and the personalised types of information. Due to the fact that travel alternatives are considered automatically, less effort is needed, which results in a higher level of comfort and easiness, making travelling in general more attractive. To what extent this will be in favour of public transport depends on the personal settings and decision making process of a traveller. The fact that relevant travel information is provided automatically implies that travellers are always informed of delays and disruptions. Therefore, we expect that this ICT option may score highly with respect to travel time reductions. The impacts on modal shift and transport demand are expected to be quite similar to dynamic and real-time route planners. If mode and trip choices are made in a deliberate way, people will often consider (dynamic and/or real-time) route planners in case they don’t have access to personalised travel information. On the other hand, for habitual trips (for which people do not consider travel information themselves) the provision of personalised travel information will probably not often result in a change of mode or trip, but instead people will choose for another route or another departure time.

Given the macro-mobility impacts of personalised travel information, we expect that this option also results in lower congestion levels. Travellers are always informed of delays and disruptions and hence are able to anticipate them in advance. The impacts on congestion levels are therefore expected to be larger than for dynamic and real-time route planners. Additionally, this option also has a positive impact on accessibility and reliability of travel times. The impacts on travel safety are, as for the other types of route planners, expected to be neglible.

Based on the macro mobility impacts we expect that this option results in lower emission levels, although this estimation is rather uncertain (see section 4.3). These environmental impacts are expected to be (slightly) higher than for dynamic and real-time route planners. Again, the impacts on noise levels are expected to be small.

The costs of personalised travel information depend on the extent to which existing general dynamic and real-time route planners are used to compose a personalised advice. In practice, an application needs to be developed enabling the filtering of outcomes of dynamic real-time route planners based on personal preferences and enabling the automatic generation of travel advices. Therefore, the costs of these options are rather low.

As said earlier, a main drawback – from a co-modality perspective - of personal travel assistants or Outlook applications is the ability to set personal preferences. Although this can result in the most optimal travel advice, a user can also choose to exclude public transport modes in his or her personal preferences. In this way, personal preferences can limit some of the potential mobility effects of these options. As with dynamic and real-time route planners, the data availability and handling issues are also a barrier for these personalised forms of travel assistance, because these also make use of open source data. The guaranteed level of privacy can also be seen as a barrier: by using an Outlook-plug in, for example, an application could provide unwanted insights into weekly schedules of users, including details of location and time.


4.5 Infrastructure-bounded travel information Travel information can also be provided at railway stations, bus stops or along roads. Because these means of providing travel information are integrated in the infrastructure itself we speak of infrastructure-bounded travel information. It should be noticed that, from a perspective of co-modality, there is a difference between the provision of travel information along roads and in public transport environments: multimodal travel information along roads is meant to inform travellers on the opportunity to switch from the car to other modes. Travellers who make use of travel information provided at train stations and bus stops have in most cases already opted for multi-modal transport. Therefore this last group of travellers does not have to be informed of the possibility of choosing for multimodal transport; in this case infrastructure-bounded travel information is mainly meant to increase the comfort of travelling by using public transport and hence to enlarge the attractiveness of these modes. Additionally, it may improve the effectiveness of public transport services (e.g. in case of delays)by improving the performances of public transport operators. Due to these differences between infrastructure-bounded travel information along roads and at public transport stations these two categories will be discussed separately.

4.5.1 Public transport

ICT can be applied via information panels at public transport stations to inform public transport users on their journeys with real-time travel information. First of all, infrastructure-bounded travel information can confirm the information found pre-trip at home (which is easier than searching for real-time travel information at a smart phone). The information panels are also often the first source of information in case of delays and disruptions. These issues increase the attractiveness of public transport. Set against these advantages, infrastructure-bounded travel information also has some disadvantages: a traveller needs to filter infrastructure-bound travel information. The amount of information can be overwhelming at, for example, large railway stations, while only a small part of the travel information is relevant for a given traveller. Language barries can also be a problem for foreign travellers. Secondly, it must be noticed that infrastructure-bound travel information in public transport only reaches the travellers who already have chosen to use public transport and will not have an effect on the mobility behaviour of car drivers. Compared to route planners, information panels at stops will play a minor role in the decision making process, because most of travellers have probably chosen their transport mode already at home5. Based on these considerations, we expect that the impacts of infrastructure-bounded travel information at public transport stations on mobility patterns is limited. This kind of travel information provision particularly improves the travel experience of people, but decisions on which trip to made or which mode to choice will not or only very be

5 Although there may be cases in which infrastructure-bounded travel information may also influence

the modal split. For example, providing travel information on trams, buses, metros and taxis at

railway stations may influence travellers in their modal choice for their trip to their final destination.

However, since this only covers (very) short trips the impact on the overall modal split is probably

very small or even negligible.


affected to a limited extent. Perceived accessibility and reliability of travel times may be improved by this option. Given the mobility impacts, the environmental impacts of this option will probably be negligible. The investment costs of information panels might be too high for rural areas, where only one bus route is located. At these type of locations with a small number of travellers per day the cost-effectiveness is assumed to be lower compared to a railway station in a metropolis, which serves as a major intersection for the different transport modes. Therefore it is probably more attractive to stimulate the use of smart phones: for example, provision of Quick Response Codes on bus platforms does not require large investments, but simplifies the information search via a smart phone (source: interviews).

4.5.2 Road transport

Most road signs contain static travel information. The introduction of dynamic route information panels (DRIPs) has enabled the provision of actual and dynamic travel information about, for example, traffic jams, variable speed limits, lane-keeping assistance etc. Where road transport and public transport were strictly separated in the past, DRIPs are increasingly used to provide information on public transport to car drivers, like park and ride facilities (P+R), expected travel times by public transport and the public transport facilities nearby. For example, in the case of traffic jams information can be provided on P+R facilities where car drivers avoid the traffic jam by continuing their trip by public transport. However, in practice DRIPs with this kind of information result in a negligible modal shift from the car to public transport (Dicke-Ogenia, 2010). The target group for multimodal information is only 5% of car travellers, because these travellers do not see themselves as a potential modal shift traveller and the message shown is only relevant for a few travellers. According to Dicke-Ogenia (2010) this can be explained by the six steps of the information processing theory of McGuire. This theory states that all six steps need to be finalised before behavioural change will occur. The six steps are: detecting the information; pay attention to the information; understand the information; conform to the information; remember the information ; and finally act on the information. Reasons why not all steps are completed include, for example, information uncertainty (how should the indicated time be interpreted) and negative attitudes towards public transport. A better approach is not to focus on direct transit, but to show the advantages of public transport in such a way that a traveller might choose to use public transport for example after a traveller had, inspired by the provided information, the time to assess the possibilities of public transport at home) (Dicke-Ogenia, 2010). This option may have limited impact on congestion levels, for example, if some car users are persuaded choose public transport alternatives in the case of congested roads. This may also result in travel time improvements. The impacts on travel safety may be negative, since car users could be distracted when observing and filtering the


information. Finally, given the limited mobility impacts, the environmental impacts are also considered to be negligible. The most important barrier is that a large amount of the information is not relevant for the majority of the receivers. Although travellers can filter the information, this takes time and effort and can result in distraction. In the case of car drivers especially this might result in safety issues, as mentioned before.

4.6 In-vehicle travel information In the previous section infrastructure-bound forms of travel information have been discussed. However, another option is to provide information in-vehicle. In recent decades, this has mainly been done by traffic information provided by the radio, but in the last decade in-car navigation devices and smart phones have become more popular and are nowadays also ways to provide in-vehicle travel information. In Table 7 an overview of identified in-vehicle travel information options is listed.

Table 7 Overview of examples of in-vehicle travel information



SensorCity Assen

Car, public transport

The Netherlands

A pilot project to test sensor-based ICT solutions. A part of the project is to predict travel times by car with the help of sensors installed in infrastructure of Assen and to provide an alternative by public transport in case public transport saves time compared to the car.

Virtual DRIP (vDRIP)


The Netherlands

A pilot project of the province of Noord-Holland in the Netherlands, which provide information normally shown on DRIPs via a mobile phone application, including a personal filter to show only the relevant messages to the car driver.

In-car navigation devices

car No specific country

Car drivers can use navigation devices to determine their route and to avoid having to read paper maps. Depending on the type of navigation device road transport information can be combined with public transport information.

Public transport in-vehicle information

Public transport No specific country

Provision of travel information (arrival times, connections) in buses, trains, trams and metros

No evaluation studies were found for in-vehicle travel information services. In particular, results of the Sensorcity project might be interesting from the point of co-modality, but the pilot still needs to start.


The impacts of most in-vehicle travel information services on mobility patterns will be rather small. Since people already have chosen a transport mode the impact on the modal split will probably be small. Also the impact on travel demand is expected to be small. The main mobility impacts of these options is a reduction of travel times, since people are better informed on delays and possible connections. However, compared to infrastructure-related travel information, this option may have larger impacts. First of all, these applications can filter relevant information from irrelevant information. Additionally, since the information is provided in the vehicle itself, the traveller is more likely to notice the information and finish all the other steps of information processing identified by McGuire.

Given the macro-mobility impacts, these options may only have limited social and environmental impacts. The most important social impacts are reduced congestion levels and improved traffic safety. The latter is the result of a decreased level of distraction of car users if information is provided in-vehicle instead of on panels along the road. However, not all information along roads can be replaced, because this requires all car drivers to have in-vehicle communication technologies and a high reliability of the information technology.

Compared to infrastructure-bounded travel information, the costs for in-vehicle information technologies are relatively low. Mostly, existing smart phones or navigation devices can be used to receive multimodal travel information.

4.7 Conclusions Based on the identified ICT options, it can be concluded that travel information options mainly increase the reliability of travel times and thus can make public transport modes more attractive. Reliability especially increases in case of personalised travel information (because travellers automatically receive updates and alternative options) and to a lesser extent with dynamic and real-time route planners. As a consequence of this increased reliability, a small modal shift from car to public transport can be expected. On the other hand, increased quality of public transport might generate additional passenger-kilometres, especially in the case of dynamic and real-time route planners and personalised travel information options. All options also reduce average travel times, since people choose the most efficient travel options and are better equipped to reduce travel time increases in case of delays or disruptions. The latter impact is largest for the options using dynamic and real-time information. In particular, the options providing dynamic and real-time information contribute to lower congestion levels. Traffic safety is not significantly affected by most options, except for infrastructure-bounded information along roads, which may distract car users. The environmental impacts are rather uncertain, because there are two opposing effects involved here. On the one hand, the increased modal shift from the car to public transport results in lower emission levels. However, on the other hand, the increased travel volumes may result in higher emission levels. We expect that the emission reductions related to the modal shift overrule the additional emissions due to extra kilometres. However, as mentioned before, this estimation is rather uncertain and should be studied further.


An important barrier with many of the options is the relatively high costs involved. This is particularly true for infrastructure-bounded travel information. With respect to dynamic and real-time route planners, their potential relies strongly on the availability of open source data and the governance of these large data flows.


Table 8 Summary of broad assessment of travel information

Macro mobility impacts Other mobility impacts

Environmental impacts

Costs

Transfer- ability

ICT-option Transport demand

Modal shift

Travel time Safety Congestion Accessibility Reliability CO2

Air pollution Noise

Investment costs

O&M costs

Static routeplanners

Ecopassenger 0 1 1 0 0 0 0 1 0 0 -1 0 2 Poznan Metropolitan Area

Travel Planner 0 1 1 0 0 0 1 1 1 0 -1 0 2

Resrobot 1 1 1 0 0 0 1 1 0 0 -1 0 2

Rejseplanen 1 1 1 0 0 0 1 1 0 0 -1 0 2

Auto&Ovplanner (9292) 1 1 1 1 0 0 0 1 1 1 -1 0 2

Average 0.6 1 1 0.2 0 0 0.6 1 0.4 0.2 -1 0 2

Dynamic and real-time routeplanners

Scotty 1 1 1 0 1 1 1 1 1 0 -1 -1 2

CAIRO 0 1 1 0 1 1 1 1 1 0 -1 -1 2

SMART-WAY 0 1 1 0 1 2 1 1 1 0 -1 -1 2

Muoversiaroma.it 0 1 2 0 0 1 1 1 0 0 -1 -2 2

Luceverde 0 1 1 0 1 1 1 1 0 0 -1 0 1

E MOTION 1 1 2 0 2 2 2 1 1 0 -1 -1 2

9292OV 2 1 2 2 1 0 0 1 1 1 -2 -2 2

Transport direct -1 1 1 0 1 0 1 1 1 0 -1 -1 2

Infopoint 0 1 1 0 0 1 1 1 0 0 0 -1 2

IC-IC 0 2 2 0 0 0 1 1 0 0 0 0 1 Wisetrip and enhanced Wisetrip 1 2 2 1 1 2 1 1 1 1 0 0 2

EU-Spirit 0 2 1 0 0 1 1 1 0 0 -2 -2 2

Tussam 1 1 0 0 0 0 1 1 0 0 -1 -1 2

Average 0.4 1.2 1.3 0.2 0.5 0.9 0.8 1.0 0.5 0.2 -0.9 -1.0 1.8


Personalized travel information

Sixth sense transport 2 2 1 0 2 1 0 1 1 0 0 0 1

GoAbout 0 1 2 0 1 0 1 1 0 0 0 0 2

PTA 0 1 2 0 1 1 1 1 1 0 0 0 2

Traffical 0 1 2 0 1 0 1 1 0 0 0 0 2

iTour 0 2 1 0 1 1 1 1 0 0 0 0 2

Average 0.4 1.4 1.6 0 1.2 0.6 0.8 1 0.4 0 0 0 1.8

Infrastructure-bounded travel information public transport

Average 0 0 1 0 0 0 1 0 0 0 -1 -1 2

Infrastructure-bounded travel information road transport

Average 0 0 1 -1 1 0 0 0 0 0 -1 -1 2

In-vehicle travel information

SensorCity Assen 0 2 2 2 2 0 1 2 2 1 -1 -1 1

Virtual DRIP (vDRIP) 0 0 1 1 1 0 0 0 0 0 0 0 2

In-car navigation devices 0 0 1 1 1 0 0 0 0 0 0 0 2 Public transport in-vehicle

information 0 0 1 0 0 0 1 0 0 0 -1 -1 2

Average 0.0 0.5 1.3 1.0 1.0 0.0 0.5 0.5 0.5 0.3 -0.5 -0.5 1.8

Based on evidence in the literature (evaluation studies) Expert opinion of external stakeholders/experts (e.g. manager of the specific ICT project)

Expert opinion OPTIMISM partners


5 Mobility services

5.1 Introduction In addition to travel information services, there are some other services that could enhance the quality of (integrated use of) transport modes. In this section we distinguish three main types of mobility services: Integrated ticketing: purchase of a ticket which provides access to one or more

modes of transport provided by one or more operators. Rental services: schemes for renting/sharing public bikes and cars. Demand responsive transport systems: systems providing flexible ‘on demand’ public

transport services.

In section 5.2 - 5.4 we discuss these three types of mobility services by identifying specific applications and carrying out a broad assessment of the impacts of these applications. Finally, in section 5.5 the conclusions of this section are presented.

5.2 Integrated ticketing Integrated ticketing can be easily defined as the purchase of a single ticket to allow travel on one or more modes of transport provided by one or more operators (NZTA, 2008). An integrated ticketing system is one where the passengers have the ability to use a single ticket regardless of the service used. The need for only one ticket can save a substantial amount of time for travellers and in this way public transport can become more attractive and user-friendly. In this way, integrated ticketing may also contribute to broader societal aims such as lower congestion and transport emission levels. Besides these direct impacts for travellers, integrated ticketing may also provide operators with the opportunity to implement more complex pricing differentiations to influence travellers and to distribute revenues among the operators in case of intermodal trips (EMTA, 2008). Indirectly, this may also result in different mobility behaviour of travellers. Another (indirect) impact of (some types of) integrated ticketing is that it provides transport operators with a huge amount of information on the mobility behaviour of their customers. With the help of these data operators are able to improve their services, for example by adapting capacity during rush hours. In the remainder of this section we discuss four different types of integrated ticketing:

E-ticketing: ICT systems providing users the opportunity to buy integrated tickets on-line.

Mobile phone ticketing: advanced type of e-ticketing that allows travellers to buy tickets by using their mobile phone (e.g. the ticket is sent to the traveller by SMS).

Multimodal smart cards: instead of paper tickets also smart cards could be used to make public transport modes accessible to travellers. In this solution the ‘ticket’ is stored on the (contactless) smart card.

Mobile phone payments: finally, by using NFC technology mobile phones could be

used to pay for (public) transport.


5.2.1 E-ticketing

Tickets do not necessarily have to be bought at vending machines at public transport stations. Online websites also offer the possibility to purchase so-called e-tickets at home. E-tickets bought online can be picked up at service desks or vending machines. Another option is downloading and printing the ticket at home. E-ticketing is applied on a very wide scale by all public transport providers and airlines. Most of these schemes are focussed on single modes (e.g. airline tickets) and hence are not considered in this study. However, there are also some examples of e-ticketing schemes providing multi-modal tickets. The identified multimodal e-ticketing schemes are presented in Table 9.

Table 9 Overview of identified multimodal e-ticketing schemes



Matka.fi Public transport, aviation

Finland Planned electronic ticket and information service compatible for all public transport modes and air traffic as well as airport transfers. The system includes a website with time tables and routing services.

Flyrail Public transport, aviation

Sweden E-ticketing service system developed by SJ (Swedish rail operator) and SAS (Swedish airline). Users can book their journeys within Sweden and through to Europe.

AIRail Train, aviation Germany E-ticketing service system used by Lufthansa and Deutsche Bahn for the connections between Frankfurt airport and Stuttgart Central station / Cologne Central Station.

SBB Online Fahrplan

Public transport, car, walking

Switzerland E-ticketing system for public transport. Additionally, this system contains a multimodal route planner for all the modes mentioned.

No evaluation studies of the various e-ticketing schemes were found. Therefore, the broad assessment of the impacts of these schemes is based on expert opinions on the impacts of the various e-ticketing schemes (see Table 16). Buying a ticket online can reduce waiting time at public transport stations making it unnecessary to stand in line for a ticket. This will reduce the average travel times of users. Due to the time saving, public transport may also become more attractive. This makes that e-ticketing may result in a (modest) shift from the car to public transport. It should, however, be noted that many e-ticketing services require printing tickets and by buying a ticket in advance a traveller becomes less flexible. Therefore this option seems more appropriate for long-distance transport (e.g. aviation) than for local transport (e.g. busses) and hence the modal shift impacts may probably be larger for the former type of transport. With respect to total transport demand, the expected impacts are negligible, since no big changes in demand or supply factors of transport are realised.


The expected macro-mobility impacts may also have other mobility and environmental impacts. First, due to the modal shift from the car to public transport, there may be a (small) reduction in congestion and emission levels. Also traffic safety may increase a little (public transport is in general safer than private motorized transport). Finally, introduction of the schemes will require large investments. However, operational and maintenance costs of ticketing services may be lowered, since fewer vending machines or ticket desks are needed. A main barrier to the introduction of multimodal e-ticketing schemes is the high investment levels mentioned before. Also, the cooperation needed between various transport operators may hamper the implementation of these kind of schemes. Finally, not all travellers will support a shift to e-ticketing schemes (e.g. the elderly), requiring transport operators to keep providing more traditional types of ticketing schemes as well.

5.2.2 Mobile phone ticketing

An advanced e-ticketing option is mobile phone ticketing. These so-called SMS ticket schemes provide users with the opportunity to buy a ticket by use of their mobile phone. Subsequently a SMS is sent to their mobile phone, which they could show to the driver of the bus, tram, etc. As for e-ticketing, these schemes could be both used for single modal and multimodal transport. Here, we only consider the latter case. Multimodal mobile phone ticketing schemes can, for example, be found in Poland and Germany (see Table 10).

Table 10 Overview of identified mobile phone ticketing schemes



SMS Ticket for public transport in Wroclaw

Public transport

Poland Mobile phone based ticketing application both for long-distance and urban trips by public transport.

Handy ticket system

Public transport

Germany Mobile e-ticketing system for public transport. The system is accessible by mobile phone. The ticket is sent via SMS to the mobile phone.

No evaluation studies were found for the identified applications of mobile phone ticketing schemes. Therefore the broad assessment of these options is completely based on experts’ opinions. The results of the broad assessment are shown in Table 16. In general, the impacts of SMS ticket services are comparable to the e-ticketing services. Due to the more flexible system it may be that (slightly) larger impacts might be expected. Additionally, the system will be more appropriate for local transport than e-ticketing services.

5.2.3 Multimodal smart cards

A means of payment which is becoming more integrated in public transport is the use of smart cards. Smart cards were introduced for the first time in London in 1964


(Turner and Smith, 2001). At that time smart cards had magnetic stripes, but nowadays most smart cards are contactless due to an integrated Radio Frequency Identification (RFID) chip, which does not require physical contact, but makes it possible to read the card by the use of radio signals. Due to this chip, two-way information exchange is possible and cards are reprogrammable. By presenting the card to a card reader when entering or leaving a public transport vehicle (check-in/check-out) travellers can easily pay, but smart cards can also be used to enable access to public transport stations, which increases safety (Bak and Borkowski, 2010). EMTA (2008) identifies the following reasons for public transport operators to introduce travel smart cards: Limitation of the existing traditional/magnetic system; Technology obsolescence of existing equipment; Implementation of new (innovative) fare policies; Reduction of fraud; Increase of passenger loyalty; Reduction of operating and maintenance costs; Increase of boarding speeds by reducing transaction times; Need for integration between modes, regions, operators; Need to improve the image of public transport. A wide range of (mostly contactless) smart cards are now used throughout Europe . In Table 11 a (non-exhaustive) overview of travel smart cards in Europe is presented. Most of these cards have a local or regional scale. An exception is the ‘OV chipkaart’ (Public transport smart card) in the Netherlands, which can be used in the whole country and will eventually completely replace paper tickets. Another interesting issue is that almost all travel smart cards are provided by public transport companies. One of the exceptions is the smart card of the Dutch company Mobility Mixx, which offers services to employers with respect to the business and commuting transport of their employees.

Table 11 Overview of identified smart cards



Mobib-pass Public transport, bike

Belgium In the Brussels area the Mobib-pass can be used to access public transport and hire bikes.

Navigo Public transport

France Multimodal smart card usable in Paris

Seasonal ticket on smart card

Public transport

France In La Rochelle, public transport users with a seasonal ticket can make use of a personal smart card.

Pastel Public transport

France In Toulouse a personalised multimodal travel card was introduced in 2007.

MITT Public transport

Italy In Trentino, users can access public transport and interchange parks by using a smart card.

OV chipkaart Public transport

Netherlands Smart card for accessing public transport in the Netherlands. Will replace paper tickets


completely in the near future.

Mobility card Mobility Mixx

Car, public transport, taxi

Netherlands Smart card providing access to several business travel options, like public transport, taxis and shared cars. This smart card is provided by a commercial organisation.

T:card Public transport

Norway In the Trondheim area the t:card can be used to access buses, trams and regional coaches.

Coimbra conVida

Public transport, car

Portugal In 2012 a multimodal smart card was introduced in Coimbra. By using this card travellers have access to buses and car & park facilities. The scheme may be extended in the future to rail transport and bike/car sharing schemes.

SL Access Card Public transport

Sweden Smart card that is used for electronic ticketing in the Stockholm county.

Oyster card Public transport

UK Contactless smart card that is used for electronic ticketing within the Greater London Region.

West midlands smart card

Public transport

UK Smart card for public transport serves as an electronic ticket and will eventually replace all paper tickets in the West Midlands

Scottish smart card

Public transport

UK Plans to develop smart card-based integrated ticketing products across the Scottish public transport network

IFM Public transport

UK/France/Germany

Pilot of a multi-application Interoperable Fare Management (IFM) scheme. By using a smart card people could travel on local public transport networks in different countries (planned to be extended as an application for mobile phones).

For some of the smart card schemes identified in this study (and presented in Table 11) ex-ante or ex-post evaluation studies have been carried out (e.g. OV chipkaart, T:card, Oyster card). For other schemes no evaluation studies are available and we have to rely on expert guesses for the assessment of impacts. The results of the broad assessment of the various schemes are presented in Table 16. In general, introducing multimodal smart cards in public transport reduces the time spent boarding and paying. This reduces the total travel time of travellers. The reduced boarding time may also contribute to increased travel time reliability and hence less delays for passengers6. Due to these effects of multimodal smart cards, public transport will become more attractive to travellers and hence a modal shift from the car to public transport may be expected. For example, studies show that the introduction of the Oyster card in London resulted in a net modal shift of 5% from the car to public

6 The individual time saving on boarding may be rather small, but the aggregated time savings for all

passengers may be significant (Welde, 2012). In that case the use of smart cards may also reduce the

opportunity that vehicles will become late on their schedules.


transport (Forum for the Future, 2009). The time savings may also result in an increase of the demand for transport. Nieuwenhuis et al. (2003) predict a small increase in total passenger kilometres if a nationwide multimodal smart card is introduced in the Netherlands. In general, the increase in total travel demand is expected to be small. However, more research is needed on this issue, taking potential rebound effects into account. The macro-mobility impacts, as discussed above, may lead to other mobility and environmental effects. First of all, congestion levels may be reduced, which is, for example, expected by Nieuwenhuis et al. (2003). Also emission levels will probably be reduced due to the modal shift from the car to public transport. The implementation of the OV chipkaart in the Netherlands is expected to reduce the CO2 emissions of passenger transport by 0.7% (Nieuwenhuis et al., 2003). However, it should be noted that the size of these impacts depends heavily on the potential rebound effects (increases in total transport demand). The investment costs of multimodal smart cards schemes are relatively high and will often be a barrier to the implementation of this ICT solution. Also, the operational and maintenance costs are (expected to be) high in the short term. It should, however, be considered that, in the long run, the operational costs of alternative, more traditional ticketing schemes will fall. As mentioned by EMTA (2008), this will eventually result in lower net operational costs. In addition to the financial barriers for implementation of multimodal smart cards , privacy concerns of travellers may be an important barrier in the introduction of these kind of schemes. Multimodal smart cards may challenge the location-based privacy of people, i.e. the right of people to prevent others ex-post tracking their spatial life patterns (WRR, 2011). Closely related to the privacy barrier is a technological barrier. Reliable smart cards require complex technological systems. Experiences in the Netherlands show that it is difficult to develop (usable) systems that cannot be hacked. Finally, as for the e-ticketing schemes, multimodal smart cards require that the various public transport operators cooperate, which will not always be an easy process. An important success factor with respect to the introduction of multimodal smart cards is that public authorities (at a local, regional or national level) play a supportive and coordinating role.

5.2.4 Mobile phone payments

RFID chips, which are used in multimodal smart cards, can also be applied in mobile phones. This so-called application of Near Field Communication-technology (NFC) in mobile phones has some advantages over the use of smart cards. A major advantage is that mobile phones enable travellers to change settings on their way, while in the case of smart cards travellers need a smart card reader or vending machine to load special settings like fare reduction options. The share of NFC phones is estimated to increase to 20% of all phones in operation over the next 5 years (AECOM, 2011). Some examples of pilot projects testing NFC technology are the Touch & Travel project in Germany and the MITT project in Italy (see Table 12).


Table 12 Overview of identified options for mobile phone payments



Touch & Travel Public transport Germany Smartphone based mobile ticketing application for long distance trains in Germany and inner-city public transport in Berlin, Potsdam and Frankfurt/Main. Extensions to other cities/regions are planned, but not yet specified.

MITT Public transport Italy Tests are carried out to implement a system in which mobile phone smart cards are used as electronic wallets, based on Near Field Communication (NFC) technology in the Trentino area.

No evaluation studies were found for the identified options for mobile phone payments. Therefore the broad assessment of these options is completely based on experts’ opinions. The results of the broad assessment are shown in Table 16. In general, the impacts of the use of NFC phones for multimodal purposes will probably be comparable to the impacts of the multimodal smart cards. Due to the more flexible system provided by the NFC phones, the impacts may be slightly larger than in case multimodal smart cards are used.

5.3 Rental services

Electronic ticketing has also been extended to the use of non-public transport modes, like bikes and passenger cars. In various European cities smart cards can be used to access public-bicycle schemes. Sometimes these smart cards can also be used to participate in national or regional car-sharing schemes. The latter schemes also provide electronic booking services for members.

5.3.1 Bicylce sharing services

In many European cities, bicylce sharing services have been implemented over the last years to support multimodal transport and hence reduce the negative impacts of urban transport (emissions, congestion). One of the main aims of these schemes is to provide an alternative for transport between public transportation points and final destinations and in this way enhance the existing transportation network. The pricing structure is often designed in such a way that short-term usage is promoted; in most cases the first 30 minutes are free. Bicylce sharing schemes can be divided into two general categories: community bike programs organised mostly by local community groups or non-profit organisations and large scale public bike programmes implemented by municipalities, commercial organisations (e.g. railway companies) or public private partnerships (Antioniades, 2009). Another important distinction that can be made is between schemes in which there is a telephone-based access to the bikes (customers receive an access code via


telephone) and systems in which the access is card-based (customer receives a card medium to unlock bikes) (Bütner, 2009). A non-exhaustive overview of bicylce sharing services in Europe is presented in Table 13.

Table 13 Overview of identified Bicylce sharing services

Option Country Brief description

City bike Austria Public bicycle sharing programme in Wien, organised by a public private partnership between the city and a private organisation (PPP).

Vélib France Public bicycle rental programme in Paris (PPP)

Vélo’v France Public bicycle programme in Lyon (PPP)

Call a bike Germany Bike-sharing scheme in six German cities (Berlin, Frankfurt, Cologne, Munich, Stuttgart and Karlsruhe). Scheme is run by Deutsche Bahn.

Dublinbikes Ireland Organised by a public private partnership Dublinbikes provides public bikes in Dublin since 2009.

BikeOne Poland In Krakow a public bike rental system is available.

Sevice bike rental Spain Community bicycle programme in Seville.

Bicing Spain Community bicycle programme in Barcelona.

OV-fiets (public transport bike)

Netherlands At many railway stations in the Netherlands public bikes could be rented (also by using the ‘OV chipkaart’).

Stockholm city bikes Sweden Community bicycle programme in Stockholm

The number of evaluation studies on bicylce sharing schemes is rather limited. For some of the schemes mentioned in Table 13 (e.g. Vélib, Vélo’v, Bicing, Dublinbikes, OV-fiets) evidence on some of the impacts is known, but fully elaborated ex-post evaluation studies are not available (to our knowledge). Therefore, the broad assessment of bicylce sharing schemes is partly based on the evidence on impacts found in the literature and partly on expert opinions. The results of the broad assessment of the various schemes are presented in Table 16. In general, the introduction of bike-sharing schemes stimulates bicycle use in the city. For example, in Lyon the use of bicycles increased by 44% after the launch in 2005 (Bührman, 2009). However, due to the initial low shares of bicycle use in total urban transport demand, the modal share of the bike remains rather limited; in Barcelona, for example, the modal share increased from 0.75% to 1.75% after introduction of the bicylce sharing scheme (DeMaio, 2009). Most of these bicycle trips are replacements of trips previously made by public transport or by foot. The replacement of car trips is often (expected to be) rather low (10 - 20%) (e.g. Becht et al., 2005; Fishman, 2010; Murphy and Usher, 2011; United Nations, 2011). Combined with the fact that most bicycle trips are rather short, this will result in small reductions of car use within cities. Next to replacing other transport modes, the bicylce sharing schemes may also


stimulate the use of public transport instead of the car (e.g. Becht et al., 2005). Along with the impact on the urban modal split, bicylce sharing schemes may also have a (very) small positive impact on total transport demand. For example, in Lyon 2% of the increase in bike use is related to new trips (United Nations, 2011). Finally, the bicylce sharing schemes may also result in lower travel times for users. These macro mobility impacts may result in other mobility impacts. The accessibility of the inner city will be improved by bicylce sharing schemes. Since the reduction of car use is limited, the impact on congestion levels is expected to be very small or negligible. Traffic safety, on the other hand, may be deteriorate (e.g. in Lyon the number of accidents in the first two years of the scheme increased by 6% (Buis, 2008)). In addition to these mobility impacts, there may also be positive environmental impacts, i.e. lower emission levels. Investments and operational costs may be significant and could hamper the introduction or enlargement of bicylce sharing schemes. Other barriers with respect to bicylce sharing schemes are (Quay, 2008; United Nations, 2011): Lack of bicycle infrastructure; Traffic conditions (very dense motorised traffic); Climate and topography (hilly regions); Inexperienced cyclists; Theft of bicycles.

Finally, Quay (2008) mentions some success factors with respect to bicylce sharing schemes. The most important ones are: Availability and quality of cycling infrastructure; Demand for short one way trips in multiple directions; A location specific network design based on system objectives and travel demand; Good quality of bikes and terminals; Mechanism to address asymmetrical demand for bikes by location.

5.3.2 Car sharing services

In Europe a wide range of national and regional car-sharing schemes are operational. An overview of these schemes provided by Momo (2010) is presented in Table 14. In many European countries car-sharing schemes have been started over the last decade, mostly by commercial organisations. The size of these schemes differs widely between countries; for example, in 2009 ca. 1.1% of the Swiss population (ca. 85,000 people) were members of the nationwide car-sharing scheme, while in countries like Portugal and Ireland only up to 100 people participated in these kinds of schemes. Table 14 Overview of car-sharing schemes in Europe


Denzel Mobility CarSharing Austria Nationwide professional car sharing scheme organised by a single provider

Cambio Belgium Nationwide car-sharing scheme organised by four stakeholders: TaxiStop (environment & transport NGO), VAB (motorist club), Cambio (German commercial organisation) and NMBS


(Belgian Railways). Additionally, also regional public transport companies are involved.

Danish car sharing schemes Denmark In Denmark 10 commercial car sharing schemes exist.

City Car Club Finland Car sharing scheme in Helsinki and surrounding area. In contrast to the other European schemes the cars of the City Car Club do not have a fixed parking space, but are variably allocated to 92 places (where needed).

French car sharing schemes France In France 18 commercial car sharing schemes exist.

German car sharing schemes

Germany In Germany about 110 car sharing schemes are operational. The provider structure in German car-sharing is very heterogeneous and decentralised.

UK car sharing schemes UK Four large commercial and 12 smaller car-sharing providers are currently operational in the UK.

GoCar Ireland Regional car sharing scheme organised by sustainable transport consultancy, Mendes GoCar Limited, with help of the German provider Cambio.

Italian car sharing schemes Italy In Italy 12 regional car-sharing schemes exist, most of them organised by regional authorities.

Greenwheels Netherlands By far the largest car-sharing schemes in the Netherlands. Next to Greenwheels 5 smaller commercial car-sharing schemes exist in the Netherlands.

Carristur Portugal The only (small) car-sharing scheme in Portugal (Lisbon), organised by a subsidiary of the public transport operator of Lisbon.

Avancar Spain Commercial car-sharing provider in the Barcelona region

Swedish car sharing schemes

Sweden In total 45 mostly small regional providers are operational in Sweden.

Mobility Co-operative Switzerland Large commercial car-sharing scheme that operates nation-wide.

Car-sharing schemes contribute to multi-modal transport by lowering the privately owned car dependency of people. This contribution to a multi-modal transport system is increased by the fact that may car-sharing schemes offer package deals with public transport providers and special rates to regular public transport users (Momo, 2010). The mobility and environmental impacts of car-sharing schemes have been investigated in various studies (e.g. BfE, 2006; Momo, 2010; Sloman, 2003; UBA, 2010, Wuppertal, 2007). These studies show that car-sharing schemes result in a lower total transport demand, particularly due to the fact that car ownership levels decrease.


Additionally, a shift from car kilometres to public transport kilometres has been observed. Due to these mobility impacts the schemes also result in positive environmental effects, i.e. lower CO2 and air pollutant emission levels. These positive environmental effects are enhanced by the fact that car-sharing vehicles are on average smaller and newer than average passenger cars and hence have lower CO2 and air pollutant emission figures. Since car-sharing schemes are most often provided by commercial organisations there are no additional (financial) costs from a social perspective. For the end-user (participants in car-sharing schemes) the costs are in general lower compared to the case in which they own a private car. The qualitative assessment of the various impacts of car-sharing schemes is summarized in Table 16. Since this assessment was based on general evaluation studies (see above) we do not distinguish all the various schemes available in Europe in the analysis. Several barriers to the enlargement of car-sharing schemes can be identified. First of all, the emotional attachment of many people to the private car; owning a car provides people feelings of freedom and status (Momo, 2010; Steg, 2005), which they have to give up if they choose to replace their own car by a membership of a car-sharing scheme. Secondly, people often lack knowledge of car-sharing schemes. In addition to these more social/cultural barriers of end-users, there may also be economic constraints for the providers of these schemes (e.g. banks not offering loans for starting car-sharing schemes). Another important barrier is the lack of space for realising car-sharing stations in the neighbourhood of potential users of the scheme (Momo, 2010). Momo (2010) identifies some success factors with respect to car-sharing schemes. The most important ones are collaboration with public transport organisations (since public transport users are much more easily attracted to car-sharing than diehard car users) and local/regional authorities (they are often large employers and hence potentially large customers of car-sharing schemes; additionally, these authorities could support car-sharing schemes by use of spatial planning policies).

5.4 Demand responsive transport systems Demand responsive transport (DRT) systems refer to schemes providing transport ‘on demand’ using fleets of vehicles scheduled to pick up and drop off people in accordance with their needs (Mageean & Nelson, 2003). They provide users with more or less flexibility with respect to time, departure point, destination and/or vehicle type and hence could be seen as an intermediate form of public transport, somewhere between regular bus services and taxis. ICT plays an important role in the main steps of the DRT services (trip booking, recording journey parameters, negotiation phases between the operator and client, and communication to the driver). The ICT architecture supporting DRT services is organised around the concept of a TDC (Travel Dispatch Center), including booking systems which have the capability to dynamically assign passengers to vehicles and optimise the routes (Worldbank, 2011). A schematic representation of such a DRT architecture is shown in Figure 2.


Figure 2 Schematic representation of DRT architecture

Source: Ambrosino (2004)

Continued advances in IT platforms (advanced computer architecture, web platforms, in-vehicle terminals) and in mobile communication networks and devices (GSM, GPRS, GPS, etc.) have resulted in more flexible DRT services. This process will be continued, supported by technologies like automated vehicle location (AVL) and vehicle-to-vehicle communication . In this respect, Xu and Huang (2009) describe different potential DRT service planning models, which are less hierarchical than the traditional DRT architecture, amongst other things by increasing the communication between all agents (drivers, planning operator, managers) involved in the DRT process. The main advantage of these models is an increased flexibility and cost effectiveness of the DRT services (e.g. due to the fact that use could be made of real-time information on traffic and weather conditions, vehicle locations, occupancy rates of vehicles, etc.). The ICT technology used for DRT services depends largely on the type of DRT considered. A large range of different concepts are possible. A comprehensive (but not exhaustive) overview is given by Potts et al. (2010): Route deviation; vehicles operating on a regular schedule along a well-defined path

that deviate to serve demand-responsive requests within a zone around the path. Point deviation; vehicles serving demand-responsive requests within a zone and also

serving a limited number of stops within the zone without any regular path between the stops.

Demand-responsive connector; vehicles operating in demand-responsive mode within a zone, with one or more scheduled transfer points that connect with a fixed-route network (e.g. railway station).

Request stops; vehicles operating in conventional fixed-route, fixed-schedule mode, and also serving a limited number of undefined stops along the route in response to passenger requests.


Flexible-route segments; vehicles operating in conventional fixed-route, fixed schedule mode, but switching to demand-responsive operation for a limited portion of the route.

Zone route; vehicles operating in demand-responsive mode along a corridor with established departure and arrival times at one or more end points.

The various concepts of DRT could be applied in different markets. The Scottish Executive (2006) identifies four main markets for DRT: Premium value services; services defined by the need to reduce travel times or

receive a higher degree of customer care (often door-to-door). Examples are airport and railways transfer services.

High value to agency services; services tailored to particular needs of public agencies. Examples are school transport, some patient transport.

High care needs; services for different care needs of travellers. This includes services for disabled people, the elderly, etc.

Best value public transport; services offered in areas with low demand for public transport. For example, rural transport services.

Most of the DRT systems identified for this project (see Table 15) are applied as best value public transport, mainly offering public transport services in rural areas. Additionally, some premium value services are identified.

Table 15 Overview of identified DRT systems


TAD 106 France DRT service in Toulouse region for low-density areas and low-traffic periods, in connection to the most important intermodal nodes.

Drin Bus Italy A flexible bus service that connects the hilly, low-density areas of Genoa through a ‘many to many’ (pickup/drop-of points) operational model.

DRT(?) system Potenza Italy DRT(?) service in Potenza aimed to support interchange with other transport systems in order to improve accessibility for peri-urban users.

Tele-Bus Poland DRT bus scheme in Krakow introduced in 2007. Daily services are managed by the Travel Despatch Centre. Booking can be made by phone and online.

DRT Cape Town South Africa In Cape Town a pilot of a demand responsive transport (DRT) service has been carried out. In addition to a standard booking centre, this DRT system included an Automatic-Vehicle Monitoring (AVM) system which enables real-time management of transport requests.

PubliCar Switzerland Nationwide DRT service especially aimed at low density areas. However, services in small town and during times of weak demand (e.g night


services) are also provided. In many cases connections to the main public transport network are provided.

Taxi Dispatcher Switzerland Real-time on-line marketplace for taxi (and limousine) rides. Thanks to smart technology, the driver and customer inquiries are brought together efficiently. Customers and drivers only need a free application.

For some of the schemes shown in Table 15, (ex-ante or ex-post) evaluation studies are available presenting empirical evidence on at least some of the indicators (e.g. PubliCar, Drin bus). For other schemes no evaluation studies at all are available. The assessment of these schemes has been fully based on expert opinions. The results of the broad assessment of the various schemes are presented in Table 16.

In general, introducing DRT services stimulates a modal shift from the car to public transport. For example, the introduction of the Drin Bus in the area around Genoa (Italy) reduced the number of residents who use their cars everyday by ca. 4%. The number of people never using their car has increased by ca. 13%. The implementation of DRT services is also expected to result in a (small) increase in total transport volumes, by generating additional transport demand; thanks to the DRT services people will be able to make more trips. The impact on travel times is expected to be small or even negligible.

An important benefit of DRT services is that it may improve the accessibility of rural areas, particularly in case no other public transport services are available in these regions. Additionally, due to the demand responsive character of these schemes, the reliability of travel (times) will also increase. The impacts on congestion levels and transport safety are expected to be small (e.g. these services are mainly implemented in low-congestion areas). The environmental impacts of DRT services are expected to be small. As mentioned by INFRAS (2003) in an evaluation of the Swiss PubliCar, these schemes should be seen as a way to reduce cost of public transport and not as a way to decarbonise transport.

The costs of DRT services depend heavily on the way the schemes are composed. If DRT schemes are introduced next to regular public transport services there will be significant costs. This is shown by the Tele-Bus introduction in Krakow (Poland), which resulted in high costs since no reduction in regular bus lines was found to take place. However, two years after introduction the costs of this scheme were lowered by cutting back costs on regular bus lines. The latter finding is emphasized by the evidence on the costs of some other DRT schemes which were implemented as a substitute for regular public transport services (e.g. TAD 106 and PubliCar). These schemes show that a reduction in (operational) costs could be realised by replacing regular bus lines by DRT services.

In addition to financial barriers (high investment costs), social acceptance may also be an issue. Travellers have to be persuaded to make use of this new travel service. Additionally, for some schemes organisational issues are mentioned, mainly related to the division of responsibilities for DRT services between various (public) agents.


5.5 Conclusions

This broad assessment of mobility services shows that these options improve the attractiveness of alternatives to the private car, either by reducing travel times and improving ease of use (e.g. e-ticketing, multi-modal smart cards) or by offering an alternative to the private car (rental schemes, DRT schemes). Therefore, all the mobility services identified in this study are expected to stimulate a modal shift from the (private) car to other transport modes (public transport, bike, shared car). However, the increased attractiveness of public transport and other alternative transport modes may also generate some additional passenger kilometres. An increase of transport demand is not expected for car sharing schemes; by lowering the rate of car ownership, car use and hence transport demand is expected to be reduced. Finally, integrated ticketing schemes are expected to lower travel times, mainly due to reduction in time spent on paying and boarding a vehicle. Car sharing schemes are expected to increase average travel times, which will be mainly the case for travellers initially using a private car.

All mobility services contribute to better accessibility, which is most obvious for DRT services in rural areas. However, integrated ticketing systems and rental schemes also improve the opportunities for people to travel. The impacts on congestion levels and transport safety are, for most options, expected to be small. An exception is the negative impacts on transport safety of bike rental schemes, which are mainly found in cities without a cycling culture.

For all mobility services (small) environmental gains are expected, mainly a reduction of CO2 and air pollutant emissions. The largest benefits are expected for car sharing services, which is, among other things, due to the fact that no significant rebound effects (additional transport demand) are expected for this option. The impacts on noise levels are expected to be very small or even negligible for all options.

Finally, all options require significant investments. The impacts on operational costs differ between options. Some of the options result in significant operational costs (e.g. DRT schemes), while other options (e.g. multi-modal smart cards) may in the long run lead to savings on operational costs (e.g. since the number of ticket desks and vending machines could be reduced).


Table 16 Summary of broad assessment of mobility services

Macro mobility impacts Other mobility impacts Environmental impacts Costs

Transfer- ability


Modal shift


Air pollution Noise

Investment costs

O&M costs

E-ticketing

Matka.fi 1 1 1 1 1 1 1 1 1 0 -1 1 2

Flyrail 0 1 -1 0 0 0 1 1 0 0 -2 -1 2

AIRail 1 2 -1 0 0 0 1 1 1 1 -2 -1 2

SBB Online Fahrplan 1 1 1 0 0 0 1 1 1 0 -1 -1 2

Average 0,75 1,25 0 0,25 0,25 0,25 1 1 0,75 0,25 -1,5 -0,5 2

Mobile phone ticketing

SkyCash Ticket 1 1 1 1 0 1 1 1 1 0 -1 -1 2

Handy Ticket system 0 1 0 0 0 2 2 0 0 0 -2 -2 2

Average 0,5 1 0,5 0,5 0 1,5 1,5 0,5 0,5 0 -1,5 -1,5 2

Multimodal smart cards

Mobib-pass 1 1 1 0 1 1 1 1 1 0 -1 1 2

Navigo 1 1 1 0 1 1 1 1 1 0 -1 1 2

Pass Rochelais 1 1 1 0 1 1 1 1 1 0 -1 1 2

Pastel 1 1 1 0 0 1 1 1 1 0 -1 1 2

MITT 1 1 0 0 0 2 0 0 0 0 -1 -1 0

OV chipkaart 1 1 1 0 1 1 2 1 1 0 -2 1 1

Mobility card Mobility Mixx 1 2 -1 1 1 1 1 2 2 0 0 1 2

T:card 1 2 2 0 1 1 2 1 1 0 -2 1 2

Coimbra conVida 0 1 1 0 0 1 1 1 1 0 -2 1 2

SL Access Card 1 1 1 0 1 1 1 1 1 0 -1 0 2

Oyster card 1 1 2 0 1 2 -1 1 0 0 -1 2 2

West midlands smart card 1 1 2 0 0 2 0 0 0 0 0 0 2

Scottish smart card 1 1 1 0 0 2 0 1 0 0 0 0 2


IFM 2 2 2 0 1 2 1 1 1 0 -2 -1 2

Average 1,0 1,2 1,1 0,1 0,6 1,4 0,8 0,9 0,8 0,0 -1,1 0,6 1,8

Mobile phone payments

Touch&Travel 0 0 1 0 0 1 0 0 0 0 0 1 2

MITT 1 1 0 0 0 2 0 0 0 0 -1 -1 2

Renfe 1 1 1 0 1 2 1 1 1 0 0 1 2

SNCF 1 1 1 0 1 2 1 1 1 0 0 1 2 NCF bus tickets Cambridgshire 1 1 1 0 1 2 1 1 1 0 0 1 2

Average 0,8 0,8 0,8 0 0,6 1,8 0,6 0,6 0,6 0 -0,2 0,6 2

Bicylce sharing services

City bike 0 1 1 -1 0 1 1 1 1 0 -1 -1 2

Vélib 0 1 1 -1 1 1 1 1 1 0 -1 -1 2

Vélo’v 0 1 1 -1 1 1 1 1 1 0 -1 -1 2

Call a bike 0 1 1 -1 0 1 1 1 1 0 -1 -1 2

Dublinbikes 0 1 1 -1 0 1 1 1 1 0 -1 -1 2

BikeOne 0 1 1 -1 0 1 1 1 1 0 -1 -1 2

Sevici bike rental 0 1 1 0 1 1 1 1 1 1 -1 0 2

Bicing 0 1 1 -1 1 1 1 1 1 1 -1 -1 2 OV-fiets (public transport bike) 0 1 1 0 0 1 1 1 1 0 -1 -1 2

Stockholm city bikes 0 1 1 -1 0 1 1 0 1 0 -1 -1 2

Average 0,0 1,0 1,0 -0,8 0,4 1,0 1,0 0,9 1,0 0,2 -1,0 -0,9 2,0

Car sharing services

Average -1 2 -1 1 1 1 1 2 1 0 0 1 2

Demand responsive transport systems TAD 106 (CIVITAS, check report) 1 2 0 0 0 2 1 1 1 0 0 2 2

Drin Bus 1 2 1 0 0 2 2 1 1 0 -1 0 2 DRT system Potenza (SMILE CIVITAS) 1 1 0 0 0 2 2 1 1 0 0 -1 2


Tele-Bus -1 1 0 0 0 2 1 0 0 0 -2 -1 2

AVM/DRT Cape Town 1 1 1 0 0 1 1 0 0 0 -1 -1 2

PubliCar 1 1 0 0 0 2 1 0 0 0 1 1 2

Taxi Dispatcher 1 0 0 0 0 0 1 1 1 1 -1 -1 1

Average 0,7 1,1 0,3 0,0 0,0 1,6 1,3 0,6 0,6 0,1 -0,6 -0,1 1,9




6 Transport management systems

6.1 Introduction

The ICT solutions related to travel information and other mobility services, as described in the previous sections, are mainly solutions which are used by the transport users themselves. However, ICT also can play a major role in transport management systems, which are not directly visible for transport users. The identification of ICT solutions has resulted in a list of applied transport management systems, which can be divided into two categories: Transport management systems focused on public transport; General transport management systems.

In sections 6.3- 6.4 the different transport management systems are presented followed by a broad assessment of their impacts. But first we discuss the general characteristics of these kinds of schemes in section 6.2. Finally, the conclusions of this section are provided in 6.5.

6.2 Transport management systems in general

Transport management systems are mostly implemented at a regional scale in urban areas with dense traffic networks. Additionally, transport management systems mainly consist of the same elements: monitoring technologies are used to gain insight into the status of the traffic network, the data retrieved by monitoring technologies are filtered and ordered depending on the data need. Based on this output, corrective actions can be taken to prevent or to solve undesired situations, like congestion and accidents. The effectiveness of corrective measures can be measured by the new data input delivered by the monitoring technologies. This feedback loop is schematically presented in Figure 3. The collected traffic information can be used for several purposes such as: Provision of real-time travel information to transport users: travel information,

for example, expected arrival times of buses, can be distributed via different information channels, like bus stop displays or smart phone applications. Information can be provided to transport users (as the end users of the system) but also to transport operators and emergency services.

Corrective actions to solve temporary bottlenecks: bottlenecks such as congestion at certain roads can be solved by for example, closing road entrances and exits or by re-routing traffic flows.

Input in the decision making process: the data gathered by a transport management system can serve as useful input in the decision making process of local and regional authorities. Based on their findings, policy makers can optimise the traffic system. Also transport operators can use the input from transport management centres to manage their capacity and services.

Predictions of traffic situations: modelling can be used to predict the status of the transport systems under changed circumstances, like extreme weather conditions, in case of major events or in case of road construction works. the modelling outcomes can be used to take precautionary measures.


Figure 3 Overview of feedback loop in process steps in transport management systems

Technologies which are currently used Transport management systems use different types of technologies. These technologies can be linked to the different process steps of transport management systems. For example, technologies used for collecting information on the status of the transport system are: on board units, GPS vehicle location systems, cameras, webcams and infrared sensors. Special data centres have been established to process all the data flows and to combine and filter them. In order to distribute the gained information to transport users, several media are used, like smart phones, SMS, dynamic route information panels along roads, bus stop displays and on-board announcement equipment.

6.3 Public transport

Transport management systems focussed on public transport are mainly aimed at linking timetables of different public transport operators to improve interconnectivity for public transport users and to provide real-time travel information. Often transport management systems also include taxi services to be able to cover door-to-door trips. Based on information on delays priority can be given to delayed vehicles. (COMPASS, 2012)

In the identification process of this work package two transport management systems covering public transport modes have been identified (see Table 17). This list must be seen as a non-exhaustive list: there are more examples of management systems integrating all public transport modes. Because the principles of those systems are very similar, only these two examples are presented.

input on status of transport system

processing of input in traffic control centre

feedback to users of the transport

system

corrective actions


Table 17 Overview of identified transport management systems covering public transport modes



Network West Midlands

Public Transport

UK Based on signage installed at all bus, train and metro stops, consistent and up-to-date travel information will be gathered. This information will be used to provide travellers information services and eventually electronic ticketing.

Real-time control and infomobility system

Public transport, taxis

India This scheme, which was tested in Delhi in 2010, is an advanced planning system linking public transport timetables and integrating taxi services. Information on vehicle positions and status of the vehicles (e.g. booking status of taxi) is sent to a control centre. This centre provides the operator with all necessary data to monitor the service status and to define any corrective actions to recover delays, manage faults and provide information to travellers by means of electronic displays at stops, mobile phones and the Internet. All the information is gathered by using on-board units and GPS devices.

No evaluation studies were found for management systems solely focussing on public transport modes. Therefore the assessment of options in Table 19 is solely based on the experts’ opinions.

Transport management systems focussing solely on public transport improve mainly the interconnectivity between different public transport modes like the metro and the train. An improved interconnectivity can lead to travel time reduction. Therefore it can make intermodal trips more attractive. Due to this increased attractiveness a (small) modal shift from road transport to public transport may be expected. Finally, an increase of travel demand may be expected, particularly because the public transport system will operate more smoothly. Due to significant time savings which can be provided by management systems, the increase in travel demand is estimated to be higher than for travel information services.

Next to these macro-mobility impacts the management systems probably also contribute to the safety level of public transport: monitoring and taking corrective actions prevent accidents in some cases. However, due to the relatively small share of public transport in total kilometres, overall traffic safety improvement will be limited. For the same reason the impact on congestion levels will be limited. The impacts on accessibility and reliability (of travel times), on the other hand, are expected to be significant, mainly due to a better operating public transport network.

Emissions are expected to be reduced a little as result of the modal shift impacts (which are expected to be more significant than de increased travel demand). The impacts on noise levels are estimated to be negligible.


Because these transport management systems only use the input from public transport operators it can be questioned whether the full potential of transport management is utilised to improve interconnectivity. Therefore, this limited scope can be identified as a barrier. Another barrier is the high investment costs of such management systems. However, a management system will also result in benefits for public transport operators, because the performance rate of their operations will be more efficient.

6.4 General transport management systems

Most of the transport management systems identified attempt to integrate all types of transport modes in order to be able to provide the full overview of the transport system in a metropolitan (or densily populated urban) area. These transport management systems make use of different ICT technologies, like webcams, traffic lights, sensors etc. as input. The output is used to inform both road operators as well as public transport operators and car drivers as well as public transport users on the status of the system, for example by multimodal travel information. Table 18 provides an overview of the identified transport management systems covering all transport modes. Table 18 Overview of identified transport management systems covering al transport

modes



Improved traffic signal control

Road transport UK Based on individual vehicle position data the traffic signal control system in the UK is improved.

Travelwise centre

Road transport UK By incorporating the Nottingham SCOOT traffic monitoring and control system and the NCT bus tracking system the Travelwise Centre is mainly focussed on providing real-time traffic and travel information.

Budapest TCC Road transport Hungary Transport management system of Budapest, including adaptive traffic control, VMSs displaying special information contents supporting route and travel mode choice and parking control systems.

VMZ Berlin All Germany Management system to integrate the public, private and commercial transport of the city. Data is gathered by using webcams, traffic lights and infrared sensors. Based on this data outdoor electronic display panels and a network of other data centres are controlled. Data is also used to provide multimodal route information to travellers and as input in the decision making process to improve the Berlin traffic situation.


5T system All Italy Transport management centre of Turin and Piemonte region, consisting of nine subsystems which are integrated in one system by the City Supervisor. Systems included are for example: traffic operation centre, public transport information services, urban traffic control, video-surveillance on urban busses and bus stops, etc.

Transport management system in Florence

All Italy Transport management system in Florence integrating different initiatives for improving urban mobility, like urban traffic flow supervising, Concerto (real-time tracking of freight vehicles) and Wi-Move (transport information gathering system based on a wi-fi hotspot network).

Mobinet Car, public transport

Germany A multimodal transportation management system for the Greater Munich Area, integrating the urban and regional car traffic, public transport, parking management and information services within a comprehensive data network with the help of the Mobinet Control and Information Centre (MCIC).

Sensorcity Assen


The Netherlands

In this project participating motorists will

test new ICT services enabled by a

network of sensors in Assen, like

multimodal travel advice. Car drivers

receive travel time predictions for their

route per car or per public transport in

order to be able to choose for the most

optimal route.

The results of the broad assessment of the general transport management systems are shown in Table 19. The main benefit of these systems is that they reduce congestion levels by organizing traffic flows in a more efficient way. These reduced congestion levels results in lower travel times. This is, for example, shown for the 5T system in Torino, whose implementation has resulted in a decrease of average origin-destination trip time by 21% (ca. 7 minutes per trip) (Gentile, 2000). The reductions in travel times do have a rebound effect: since travelling becomes more attractive, the number of passenger kilometres will probably increase. Depending on the way the management system operates, the modal split may also be affected. Many of the systems identified prioritise public transport, which makes this kind of transport more attractive to travellers. The evaluation of the 5T system in Torino, for example, shows an increase of 3% of modal split in favour of public transport (Gentile, 2000).

The expected modal shift from the car to public transport may also result in lower emission levels. The evaluation of the 5T system shows, for example, a reduction of 10-11% in (air) pollutant emissions. Also many independent experts/stakeholders expect that these systems could contribute to lower emission levels. However, the rebound effect of increased transport demand should be considered carefully when assessing


the environmental impacts of these systems. For example, CE Delft (2008) shows that many measures that reduce congestion levels in the long run result in higher emission levels because the additional emissions related to the increase in travel demand undo the emission savings from an improved flow through.

High investment costs and operational costs can be identified as a barrier for transport management systems covering all transport modes. Other barriers are related to data standards and the provision of open source data: transport operators have to be willing to share the data, which include a lot of information on their daily performance.

6.5 Conclusion All described types of transport management systems improve transport flow-through and thus reduce travel time and congestion levels, but also contribute to reliability of the transport system. Transport management systems limited to public transport make public transport more attractive and may therefore result in a modal shift to public transport modes. However, due to the limited scope of these systems not all circumstances can be taken into account in the system, like buses in traffic jams. If all types of transport are included in the management systems, the (scarce) evidence shows that still a net modal shift from the car to public transport may be expected (although this heavily depends on the way the management system operates). Finally, the reduction of travel times will probably result in an increase of transport demand. Based on the modal shift from the car to public transport, most evaluation studies and experts find/expect a reduction of emissions. However, the rebound effects of these systems (additional transport volumes) may result in adverse environmental impacts and should therefore be considered carefully.

Finally, management systems have, in general, high investment and operational costs and require data availability and advanced data processing and storage technologies.


Table 19 Summary of broad assessment of transport management systems

Macro mobility impacts

Other mobility impacts


Costs

Transfer- ability


Modal shift


Air pollution Noise

Investment costs

O&M costs

Public transport management systems

Network West Midlands 1 1 1 0 1 2 1 1 1 0 -1 -1 2

Real-time control and infomobility system 0 0 2 0 0 1 1 0 0 0 -1 -1 2

Average 0,5 0,5 1,5 0 0,5 1,5 1 0,5 0,5 0 -1 -1 2

General transport management systems

Improved traffic signal control 0 1 2 1 2 0 0 1 1 0 0 0 2

Travelwise centre 2 1 2 1 2 0 1 1 1 1 -1 -1 -1

Budapest TCC 1 1 2 1 2 1 1 0 1 0 -2 -1 2

VMZ Berlin 0 1 1 0 2 1 0 1 1 0 -2 -2 2

5T system 1 1 2 0 2 1 2 1 1 1 -2 -2 -1

Traveller information and Traffic Control - Firenze 0 0 1 0 2 1 1 1 1 0 -2 -1 -1

Mobinet 1 1 2 1 2 1 1 0 1 0 -2 -1 2

SensorCity Assen 0 2 2 2 2 0 1 2 2 -1 -1 -1 2 Multi-functional ICT solution

for improved mobility 0 1 2 1 1 0 1 2 1 0 -1 -1 2

Average 0,6 1,0 1,8 0,8 1,9 0,6 0,9 1,0 1,1 0,1 -1,4 -1,1 1,0




7 Long term expectations

7.1 Introduction

The ICT options identified in the previous sections are already implemented, tested in a pilot project or close to becoming commercially available. For some of these ICT options evaluation studies are available providing results on measured changes in mobility behaviour. It is, however, harder to assess the impacts of ICT options on the long term, particularly since it is not clear what they will exactly look like. Therefore, we will only provide an assessment of long-term expectations on ICT-technologies (instead of specific ICT applications) in this section.

The assessment of the long term expectations with respect to ICT technologies stimulating co-modality is based on a review of the available literature, some interviews with experts in this field and the results of the OPTIMISM stakeholder workshop held in Rome on 18 September 2012 (see Deliverable 3.3: Delphi Expert Workshop: passenger Mobility Scenarios for Europe). Due to the high uncertainty of future trends, these are described in a qualitative way.

In this section we will first describe the expected general trends with respect to the transport system (section 7.2). Next, we give a brief overview of expected developments with respect to ICT technologies in section 7.3. Based on the results of the first two sections, we describe the expectations with respect to transport related ICT options in sections 7.4 and 7.5. In the first section the expected developments with respect to travel information services and transport management systems are discussed; future mobility services and concepts are the topic of the second section. Finally, we present the main conclusions of this section in section 7.6.

7.2 The future transport system

ICT solutions not only influence co-modality, but also shape the future transport system as a whole. The expected impacts of ICT solutions on the transport system are discussed in general terms by the Dutch Ministry of Infrastructure and Environment (Connekt, 2011). They observed that over the last decade the transport system evolved from a set of stand-alone systems to one characterised by network solutions. Before the mid-nineties of the last century, transport was mainly organised by stand-alone systems, like individual traffic signs. Also travel information services were focussed on individual transport modes only. As over the years the transport system became more complex the need for integration of the various stand-alone systems increased. With help of new technologies (ICT) network solutions were created. The transport management centres, as discussed in the previous section, are a good example of these network solutions, treating modes as part of an urban network instead of in isolation.

Recently, a new transition in the transport system has started, introducing so-called cooperative systems. These systems not only consider the relationships between different parts of the transport system, but also provide the opportunity for direct communication between these parts to improve the efficiency of the transport system as a whole. With help of advanced ICT technologies direct communication between vehicles and between vehicles and infrastructure is implemented. As mentioned before, the first pilots with cooperative systems have recently started, e.g. the Sensorcity


Project in Assen (The Netherlands). In this project sensors are, for example, not only used to monitor urban traffic conditions, but also to provide direct feedback to road users on their optimal mobility pattern. Cooperative systems are expected to become dominant in the period 2020-2030.

The developments with respect to the organisation of the transport system are also expected to result in new types of mobility. Communication between vehicles and between vehicles and infrastructure allows the introduction of more autonomous vehicles, in which the role of the driver is partly replaced by ICT technologies. Parking assistance systems are a first example of this trend. Also some social developments, like a decreasing rate of car ownership, may contribute to the launch of new mobility types. The importance of these new mobility types is expected to grow over the period till 2040.

An overview of the timing of the various trends with respect to the organisation of the transport system and the new types of mobility is shown in Figure 4.

Figure 4 Development of the transport system over the years.

Source: Connekt, 2011

7.3 New types of ICT technologies and related social trends

The trend towards cooperative transport systems and new types of mobilty requires (or is initiated by) new types of ICT technologies or new ways to use existing ICT technologies. Particularly, in-vehicle technology enabling the communication between vehicles and infrastructure is important in this respect. Kantowitz and Le-Blanc (2006) distinguish the following types of communication:

vehicle-to-vehicle (V2V): direct communication between nearby vehicles, like an ambulance providing a warning to other vehicles at an intersection;

vehicle-to-infrastructure (V2I): an example of vehicle-to-infrastructure communication is a vehicle sending information on its speed, as input to assess congestion levels;

infrastructure-to-vehicle (I2V): vehicles can also receive information from the infrastructure, like information on speed limits.


A large range of ICT technologies could be used as underlying technologies for these different types of communication between vehicles and infrastructure. Examples mentioned by Kantowitz and LeBlanc (2006) are: WiFi, radio frequency identification (RFID) tags and infrared (IR), DSCR (dedicated short range communication) and cellular data connections (3G or 4G). All these technologies are currently used and will probably be improved in the future. An extensive discussion of these technologies could be found in COMPASS (2012). Here, we focus on new technologies and new ways to use existing technologies, as mentioned by various experts and stakeholders (both in the interviews and during the Rome workshop): Galileo

At the moment the European Union is working on a global navigation satellite system, GNSS, which will include Galileo and Egnos. The system will enable positioning, navigation and timing services. The advantages of these services have already been proven within the GPS-system. However, this system is an American system making the EU dependent on the United States. Additionally, Galileo will be more accurate and precise in comparison to the current navigation satellite systems. The system will consist of 30 satellites in total (EC, 2006b).

Floating car and phone data Vehicles can be equipped with in-vehicle technologies in order to send information on their speed and location to a central information point. For example, navigation devices can be equipped with mobile detectors. The collected information can be analysed and distributed to customers of specific services to provide them with real-time traffic information. This replaces the installation of fixed instruments along roads and is therefore seen as a cost-effective alternative. However, a disadvantage of floating car data is that each vehicle needs to be equipped with an onboard unit (OBU) to be able to send information. A cheaper alternative to floating car data is floating phone data. Time-space trajectories of travellers can be derived from the cellular phone network and includes data collected during phone calls or when a phone is on stand-by (Friedrich, et al., 2008; Simmons et al., 2002). Technologies that could be used to provide floating car and/or phone data are GPS, Dedicated-Short Range Communications (DSRC) or microwave or infrared communication technologies.

Cloud computing The new technologies to collect real-time traffic data – as mentioned above - will result in large flows of information, which need to be handled and stored. Cloud computing is about storage of information on the internet rather than storing data on local computers. Using this different way of handling and storing information, data can be accessed and distributed anywhere and at anytime. Due to cloud computing different data sources can be combined more easily and can be made available more quickly, almost in real-time. Currently cloud computing is still in the early adoption phase (Robinson, 2011).

Web 2.0 According to Nash (2009), the term Web 2.0 refers to ‘internet applications that rely on users to generate content and information.’ A good example of a Web 2.0 application is Wikipedia where the content is written by users, where Web 1.0 websites only provide one-way information. The difference between Web 1.0 and Web 2.0 are the type of communication (one-way instead of two-way) and the extent of user participation (Nash, 2009).


Social media

A well-known group of Web 2.0 applications is social media. The increasing role of social media is mentioned different times by experts as a relevant trend. Social media can be defined as: ‘a group of Internet-based applications that allow for the creation and exchange of User Generated Content’ (Kaplan & Haenlein, 2010). Within this definition, new media based on digital technologies such as the internet, mobile phones etc. are included (Abrams, Schiavo & Lefebvre, 2008). This definition already indicates the significant role of the user as provider of information. The most well-known social media are: Facebook, Twitter, LinkedIn, YouTube, etc. (Nash, 2011).

Most of these technological developments will change the role of transport users in the transport system. On the one hand, transport users will become both receivers and providers of travel information (e.g. via social media), while they were only receivers in the past. This suggests a more central and active role for transport users in the system. On the other hand, the role of transport users may become more passive, since more and more tasks will be automated. In-vehicle technology (or smart phones) will automatically exchange information with other vehicles and infrastructure and many driving tasks (parking, shift gear) will be supported or replaced by ICT technologies.

7.4 Long term trends for travel information and transport management

The developments in ICT technologies as mentioned above may have some implications for long term trends for travel information services and transport management systems. First of all, both schemes are expected to integrate more and more in the future. Data collection methods will not only serve the purpose of providing travel information to transport users, but also inform transport managers on the status of their network. The changing role of transport users in the provision of travel information (from receiver to provider/receiver of information) also minimises the separation between both systems.

Another trend that may be expected is the increased use of real-time travel information. Due to technologies such as advanced GPS and floating car/phone data, real-time travel information can be provided faster and will become more accurate. Additionally, these technologies provide the opportunity to personalize the travel information to a larger extent. This trend is supported by technologies like cloud computing, which provide the opportunity to process data much faster.

As mentioned before, transport users will probably also take a more prominent role in the information providing process. Web 2.0 and social media are important drivers in this respect. For example, social media can help to provide travel information to users, particularly in case of crisis situations or disruptions. The input from travel users could also be exploited by applying crowd sourcing, e.g. improving maps with the help of input from users of social media. ICT technologies also enlarge the communication opportunities of travel users with transport operators and other transport users. A good example of this trend is the Web 2.0 application www.fixmytransport.com. This application provides users the opportunity to contact transport operators in the United Kingdom with complaints on public transport. Besides sending the problem report to the public transport operator, the complaint is also posted on line in order to give other

http://www.fixmytransport.com/


users the opportunity to comment, give advice or to provide a solution (FixMyTransport, 2012).

Finally, as mentioned before, the role of transport users in receiving and processing some of the travel information will probably become more passive due to vehicle-to-vehicle and vehicle-infrastructure communication. These developments may improve road safety and lower congestion levels, since human errors are reduced when data gathering and processing is automated (Ackerman, 2011).

7.5 Long term trends in mobility services and new types of mobility

The expected developments in ICT technologies may also results in changes in mobility services offered and types of mobility. An important trend that is expected by many experts is autonomous driving (e.g. see also Giannopoulos, 2004). Based on vehicle-to-vehicle and infrastructure-to-vehicle communication autonomous vehicles will become available in the future. These kinds of vehicles enable car drivers to perform other activities in their car, while they still have the ability to travel from door to door. In this way this option combines the advantages of current private and public transport. It will, however, take years to integrate autonomous vehicles into the transport system, mainly due to non-technical issues like consumer confidence, system dependability, testing and certification, regulatory implications, liability and other legal aspects. In the meantime, aspects of car driving will be automated by devices like parking assistance systems and gear shift indication systems (TNO, 2009).

Another trend that is expected is an increased use of car sharing services. ICT applications like social media simplify the use of these schemes and also provide the opportunity for more informal types of car sharing (people offering their car for use via social media). This trend is enforced by the social trend of a shift from private ownership to shared use of vehicles (Sessa and Enei, 2009, KiM, 2012). Possession of a car is becoming less important especially for young people. Instead people hire a car in cases when they need one and use alternative forms of transport in all other situations (increasing multimodal transport). This trend may possibly be reinforced if electric vehicles will become more widely available. One of the problems with making electric vehicles commercially interesting is the relatively high investment costs. One option to overcome this barrier is through launching schemes that provide travellers the opportunity to use an electric car without owning it (Duleep et al., 2011). Also various types of ‘in-between’ models (e.g. renting the batteries of the car) are possible.

7.6 Conclusion

Developments in ICT technology (advanced GPS, floating car/phone data, cloud computing, social media) may have significant impacts on the future transport system, leading to a more cooperative transport system and new types of mobility. Increased vehicle-to-vehicle and infrastructure-to-vehicle communication improves the ability of transport operators to manage the transport system more efficiently, while at the same time contributing to more autonomous vehicles. The latter trend may also result in lower involvement of transport users, which could have several positive effects; driving conditions could be optimised by automated processes, reducing energy use and


emissions of cars. Also traffic safety could be improved, because human errors (the main cause of traffic accidents) are minimized. Finally, congestion levels could be reduced, because people will drive more smoothly and fewer accidents will take place. Lower congestion levels may also be the result of improved transport management due to more accurate data on the situation on the transport network (thanks to advanced information technologies).

The trends described above suggest a more passive role of transport users in the transport system. However, on other issues the role of transport users will become more active. By ICT services like social media people are better able to provide travel information to other transport users and transport operators. Therefore the role of travellers will change from receivers of travel information to receivers/providers of travel information. This trend will result in faster and more accurate travel information, both for transport users and transport operators, increasing the efficiency of the transport system.


8 Selection of best practices

8.1 Introduction

The main aim of this deliverable was to identify ICT options supporting co-modality, broadly assess their impacts and select some best practices for further research in the remaining tasks of WP4 of OPTIMISM (see Deliverable 4.2 and 4.3). The main results with respect to the identification of ICT options are discussed in section 8.2, while the main conclusions with respect to the broad assessment of their impacts are presented in section 8.3. Finally, the selection of best practices is made in section 8.4.

8.2 Identified ICT options

Based on a review of existing and planned ICT-related projects in Europe, a review of available literature (including relevant FP6 and FP7 projects) and interviews with some stakeholders, we identified 15 types of ICT options supporting co-modality that are already implemented or will be implemented on the short/medium term. These 15 types can be categorised in three main categories: travel information services, mobility services and transport management systems.

The following ICT options are identified: Travel information services:

o Static route planners; o Dynamic and real-time route planners; o Personalised travel information; o Infrastructure bounded travel information for public transport; o Infrastructure bounded travel information for road transport; o In-vehicle travel information.

Mobility services: o E-ticketing; o Mobile phone ticketing; o Multimodal smart cards; o Mobile phone payments; o Bicylce sharing services; o Car sharing services; o Demand Responsive Transport systems.

Transport management systems: o Public transport management systems; o General transport management systems.

In addition to the identification of short term ICT options supporting co-modality we also discussed long-term ICT technologies that could contribute to multimodal and intra-modal transport. Some new and promising technologies that are identified are cloud computing, advanced GPS technologies, social media and floating vehicle and phone data. With help of these technologies a shift to more cooperative transport systems and new types of mobility are expected. This could result in more real-time travel information services, a more active involvement of travellers in the provision of


travel information for other travellers and transport operators, a shift towards more autonomous vehicles and an increase in the use of car sharing schemes.

8.3 Impacts of identified ICT options

The results of the broad assessment of the identified ICT options are summarized in Table 20. The various ICT options are assessed on a selection of indicators based on evaluation studies, expert opinions of independent experts and expert opinions of OPTIMISM partners. By using various sources for this assessment (and mainly due to the fact that the scoring is carried out by various persons, both within and outside the OPTIMISM project team) it is not possible to guarantee full consistency of the scores of the various ICT options on the indicators. However, in general terms the assessment of the options is consistent.

As Table 20 shows, most of the ICT options result in a shift from the private car to public transport (and the bike). Most effective in this respect are car sharing services and personalized travel information services. Impacts on travel times are also expected to be significant for most of the options (with the exception of e-ticketing systems, DRT schemes and car sharing schemes), especially in case of transport management systems. The latter options improve the flow-through of (particularly) urban traffic resulting in considerable lower travel times. The impacts on travel demand are in general lower due to rebound effects. Since some transport modes have become more attractive (e.g. public transport in case of multimodal smart cards) people will travel more frequently.

The impacts on congestion levels are expected to be highest for the real-time travel information services and the transport management systems. The former provide travellers with real-time information on delays and disruptions to the transport network, offering them the opportunity to look for alternatives. The transport management systems apply a more top-down approach to reduce congestion levels, e.g. by redirecting travel flows.

The impacts on traffic safety are, in general, expected to be small. Some exceptions are bicylce sharing schemes (increasing the number of vulnerable road users) and infrastructure bounded travel information for road transport (distracting car users) which both have negative traffic safety impacts, and in-vehicle travel information services (less distraction of car users) and car sharing services (decrease of transport volumes) which both have positive safety impacts. The accessibility is expected to be improved particularly by mobility services and transport management systems, while almost all options have positive impacts on travel time reliability.

Almost all ICT options are expected to result in lower emission levels, which is mainly the result of the shift of transport from the car to public transport. For all options it is expected that these positive environmental impacts undo the negative impacts of increased transport volumes. However, it should be noticed that these impacts are rather uncertain and hence further research in this field is required. The impact on noise levels are for all options expected to be very small or even negligible.

All ICT options require significant investment costs, ranging from very moderate (e.g. personalised travel information services) to high (e.g. transport management systems). Additionally, for most of the options there are significant operational costs. An exception are the long run operational costs of public transport services as multimodal


smart cards (or mobile phone payments) are introduced, since in this case the operational costs of ticket desks and vending machines could be reduced.

8.4 Selection of best practices

In addition to the scores of the ICT options on the various indicators, Table 20 also provides the overall scores of the various ICT options. The procedure to calculate these scores is discussed in section .3.4. Based on these overall scores the best practices are selected, under the condition that at least some quantitative data on macro-mobility impacts is available. The latter information is needed to carry out a quantitative impact assessment of the best practices in Deliverables 4.2 and 4.3. See section 3.4 for more information.

The three ICT options with highest overall scores are: car sharing services, personalised travel information services and mobile phone payments7. For car sharing services sufficient quantitative data is available. With respect to the other two options this is questionable. Therefore, we will consider these options in connection with two other options for which more quantitative data is available. We will study personalised travel information services in connection with dynamic and real-time route planners; in this way quantitative data available for dynamic and real-time route planners could be extrapolated to personalised travel information options. Mobile phone payments are

considered in connection to multi-modal smart cards. As mentioned in section 5, the mobility impacts of these two options are considered to be comparable and hence the quantitative data available for multi-modal smart cards will be a good proxy for the impacts of mobile phone payments.

To conclude, the following best practices are selected for a more in-depth impact assessment: Car sharing services; Personalised travel information services / dynamic and real-time route planners; Mobile phone payments / multimodal smart cards.

7 The three options with the highest overall scores do not include an transport demand management

options. However, notice that it isn’t our objective to select an option from all three main categories of

ICT options. We just want to select the three most promising ICT options in terms of optimising and

decarbonising passenger transport, regardless to which category of ICT options they belong.


Table 20 Summary of the results of the broad assessment of ICT options

ICT options

Macro mobility impacts Other mobility impacts Environmental impacts Costs

Transfer- ability

Total

Transport demand

Modal shift


Air pollution Noise

Investment costs

O&M costs

Travel information

Static route planners 0,6 1,0 1,0 0,2 0,0 0,0 0,6 1,0 0,4 0,2 -1,0 0,0 2,0 5,4 Dynamic and real-time route planners 0,4 1,2 1,3 0,2 0,7 0,9 1,0 1,0 0,5 0,2 -0,9 -1,0 1,8 7,0 Personalized travel information services 0,4 1,4 1,6 0,0 1,2 0,6 0,8 1,0 0,4 0,0 0,0 0,0 1,8 8,8 Infrastructure-bounded travel information public transport 0,0 0,0 1,0 0,0 0,0 0,0 1,0 0,0 0,0 0,0 -1,0 -1,0 2,0 2,0 Infrastructure-bounded travel information road transport 0,0 0,0 1,0 -1,0 1,0 0,0 0,0 0,0 0,0 0,0 -1,0 -1,0 2,0 1,0

in-vehicle information 0,0 0,5 1,3 1,0 1,0 0,0 0,5 0,5 0,5 0,3 -0,5 -0,5 1,8 6,3

Mobility services

e-ticketing 0,8 1,3 0,0 0,3 0,3 0,3 1,0 1,0 0,8 0,3 -1,5 -0,5 2,0 5,0

mobile phone ticketing 0,5 1,0 0,5 0,5 0,0 1,5 1,5 0,5 0,5 0,0 -1,5 -1,5 2,0 5,0

multi-modal smart cards 1,0 1,2 1,1 0,1 0,6 1,4 0,8 0,9 0,8 0,0 -1,1 0,6 1,8 8,1

Mobile phone payments 0,8 0,8 0,8 0,0 0,6 1,8 0,6 0,6 0,6 0,0 -0,2 0,6 2,0 8,2

Bicylce sharing services 0,0 1,0 1,0 -0,8 0,4 1,0 1,0 0,9 1,0 0,2 -1,0 -0,9 2,0 5,8

car sharing services -1,0 2,0 -1,0 1,0 1,0 1,0 1,0 2,0 1,0 0,0 0,0 1,0 2,0 11,0

DRT 0,7 1,1 0,3 0,0 0,0 1,6 1,3 0,6 0,6 0,1 -0,6 -0,1 1,9 6,7

Transport management systems Public transport management systems 0,5 0,5 1,5 0,0 0,5 1,5 1,0 0,5 0,5 0,0 -1,0 -1,0 2,0 6,0 General transport management systems 0,6 1,0 1,8 0,8 1,9 0,6 0,9 1,0 1,1 0,1 -1,4 -1,1 1,0 7,6


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Potts, J.F., Marshall, M.A., Crockett, E.C., Washington, J. (2010), TRCP Report 140 – A guide for planning and operating flexible public transportation services, Washington DC Quay Communications (2008), TransLink public bike system – Feasibility study Reisinformatiegroep (2007a) Een panelonderzoek naar de 'modal split'-effecten van een nieuw Reisinformatieproduct

http://www.nzta.govt.nz/resources/planning-programme-funding-manual/docs/ppfm-v1a1-full.pdf

http://www.nzta.govt.nz/resources/planning-programme-funding-manual/docs/ppfm-v1a1-full.pdf


Reisinformatiegroep (2007b) Maatschappelijke kosten-batenanalyse van de Auto&OV Routeplanner Eindrapportage Robinson (2011) Cloud computing in transportation: increasing efficiency by connecting devices to the cloud 22 July 2011 via http://www.masstransitmag.com/article/10286925/cloud-computing-in-transportation-increasing-efficiency-by-connecting-devices-to-the-cloud last retrieved: 5 October 2012 Sessa C and Enei R (2009). EU transport demand: Trends and drivers, paper produced by ISIS as part of contract ENV.C.3/SER/2008/0053 between European Commission Directorate-General Environment and AEA Technology plc; see http://www.eutransportghg2050.eu Simmons, N., Gates, G., and Burr, J. (2002) ‘Commercial applications arising from a floating vehicle data system in Europe’ 9th World Congress On Intelligent Transport Systems Scottish Executive: Derek Halden Consultancy, The TAS Partnership, and the University of Aberdeen (2006), Review of demand responsive transport in Scotland, Research Planning Group, Social Research, Edinburgh Sloman, L. (2003), Less traffic where people live: how local transport schemes can help cut traffic, University of Westminster Spruijtenburg, (2009). The Road to Personal Intelligent Travel Assistance; How to Bundle Public Interests to Private Opportunities? Baarn/Delft, 07/12/’09 Steg, L. (2005), Car use: lust and must. Instrumental, symbolic and affective motives for car use, Transportation Research A 39 (2005), p. 147-162 Tempier, R. and Rapp. P. (2011), ITS Action Plan Framework Service Contract TREN/G4/FV-2008/475/01 Study “Towards a European Multi-Modal Journey Planner” D6 Final report TNO, 2009. Impact of Information and Communication Technologies on Energy Efficiency in Road Transport, final report Delft: TNO, 2009 Trouw, 2012 http://www.trouw.nl/tr/nl/4328/Opinie/article/detail/3335347/2012/10/22/Jongere-wil-auto-wel-delen-en-dat-is-winst.dhtml?utm_source=RSSReader&utm_medium=RSS Turner and Smith (2001), Integrated electronic ticketing – field of dreams? Eighth

World Congress on Intelligent Transport Systems, Sydney

UBA (2010), CO2-Emissionsminderung im Verkehr in Deutschland : Mögliche Maßnahmen und ihre Minderungspotenziale, Dessau-Roßlau

http://www.masstransitmag.com/article/10286925/cloud-computing-in-transportation-increasing-efficiency-by-connecting-devices-to-the-cloud

http://www.masstransitmag.com/article/10286925/cloud-computing-in-transportation-increasing-efficiency-by-connecting-devices-to-the-cloud

http://www.trouw.nl/tr/nl/4328/Opinie/article/detail/3335347/2012/10/22/Jongere-wil-auto-wel-delen-en-dat-is-winst.dhtml?utm_source=RSSReader&utm_medium=RSS




United Nations (2011), Bicycle-sharing schemes: enhancing sustainable mobility in urban areas, New York Welde, M. (2012), Are smart card ticketing systems profitable? Evidence form the city of Trondheim Worldbank (2011), The role of intelligent transport systems for demand responsive transport, chapter 10 in: Cities and Climate Change, Washington D.C. Wuppertal Institute (2007), Zukunft des Car-Sharing in Deutschland. Schlussbericht, Wuppertal WRR (2011), Privacy en vormen van ‘intelligente’ mobiliteit, The Hague XU, J., Huang, Z. (2009), An intelligent model for urban demand-responsive transport system control, Journal of software 4, p. 766-776


Annex A Studied FP6 and FP7 projects

The following FP6 and FP7 projects have been studied for this deliverable:

COMPASS (Optimised Co-Modal Passenger Transport for Reducing Carbon Emissions)

ORIGAMI (OPTIMAL Regulation and Infrastructure for Ground, Air and Maritime Interfaces

IC-IC (Enhancing Interconnectivity through Infoconnectivity)

Reduction (Reducing Environmental Footprint based on Multi-modal Fleet Management System for Eco-Routing and Driver Behaviour Adaptation)

Enhanced WISETRIP (Enhancing Intermodality of Content, Personalised Information and Functionality of WISETRIP Network of Journey Planning Engines)

WISETRIP (Wide Scale Network of E-systems for Multimodal Journey Planning and Delivery of Trip Intelligent Personalised Data)

CLOSER (Connecting Long and Short-distance Networks for Efficient Transport

STADIUM (Smart Transport Applications designed for Large Events with Impacts on Urban Mobility)

CONCERTOUR (Concerted Innovative Approaches, Strategies, Solutions and Services improving Mobility and European Tourism)

ETISPLUS (European Transport Policy Information System Development and Implementation of Data Collection Methodology for EU Transport Modelling)

CIVITAS (City-Vitality-Sustainability)

CONNECT (Co-ordination of Concepts for new Collective Transport)

CARAVEL (CARAVEL – Travelling towards a new Mobility)

SMILE (SMILE – Towards Sustainable Mobility for People in Urban Areas)

KITE (a Knowledge Base for Intermodal Passenger Travel in Europe)

LINK (The European Forum on Intermodal Passenger Travel)

IFM Project (Interoperable Fare Management project)

MOBILIS (Mobility Initiatives for Local Integration and Sustainability)

DELTA (Concerted Coordination for the Promotion of Efficient Multimodal Interfaces)

I-TOUR (Intelligent Transport System for Optimized Urban Trips)

EMOTION (Europe-wide Multi-modal On-trip Traffic Information)


INTERCONNECT (Interconnection between Short and Long-distance Transport Networks)

HERMES (High Efficient and Reliable Arrangements for Crossmodal Transport)


Annex B Interview schedule

Questionnaire on ICT options to support co-modality

Background

For a European Commission funded project, entitled OPTIMISM – Optimising Passenger

Transport Systems (see Box 1 for more information), we aim, among other things, to identify and

assess ICT options that could support co-modality in passenger transport. We focus both on

short term (2020) and medium/long term (2030/2050) options. With respect to the former

ones, particularly options already implemented or pilot project/R&D projects are relevant. For

the longer term, we are particularly interested in the views/visions of experts at public

transport companies, ICT companies, governments, universities, etc. Next to identification of

relevant ICT options, we will also assess their (expected) impacts on mobility patterns,

environmental consequences, costs, etc. Both the identification and impact assessment of

relevant ICT options will be based on several assessment methods, one of which is interviewing

some relevant experts/stakeholders from all over Europe.

In the remainder of this note you find the questions we would like to discuss with you face-to-

face or by phone.

Box 1 OPTIMISM OPTIMISM will develop different sets of strategies and methodologies for optimizing passenger transport systems based on co-modality ICT solutions. Towards this goal, OPTIMISM will consider passenger needs and the carbon-neutral objective. OPTIMISM’s main scope is to provide a scientifically documented insight of the transport system and people’s travel choices via the study of social behaviour, mobility patterns and relative business models. This insight will also enable defining future changes in the passenger’s travel system that would lead to more sustainable method/mode(s) of travelling, as people can travel in a more efficient, safer and cleaner manner, without compromising mobility. An important objective of OPTIMISM is to identify best practices with respect to ICT-solutions supporting co-modality. The main transport and environmental impacts of these solutions will be thoroughly assessed. For more information: see www.optimismtransport.eu

http://www.optimismtransport.eu/


General information

Interviewee(s):

Organisation:

Interviewer(s):

Date and Time:

Location:

1. What is your position within your organisation?

2. In what way are you (or is your organisation) involved in the field of ICT solutions in

relation to passenger transport and co-modality? What are the main tasks and goals?

3. With which partners do you (and/or your organization) cooperate on this issue?

Identification of ICT options supporting co-modality

4. What are in your opinion the most important barriers to co-modality in passenger

transport and how could these be addressed?

Please consider at least the following sub questions:

What are currently important barriers to co-modality in passenger transport?

Which solutions are available or will become available to address these barriers?

Which kind of ICT options could contribute to addressing these barriers (e.g.

integrated ticketing, multimodal information services, intermodal transport

services, transport management systems, etc.)?

Do you expect that peoples preferences with regard to co-modality in passenger

transport will change in the period up to 2050? In what way?

Which kind of ICT technologies/applications could be used to meet these future

preferences of travellers with respect to co-modality?

5. What are in your opinion the most relevant ICT options that (could) promote co-

modality?

For every option, please consider the following questions:

Are these ICT options already implemented, applied in pilot projects or are they

still in the R&D phase?

Who is responsible for the implementation/development of the ICT option? Is

this a public or private organisation?

Which modes of transport are involved?

What is the main objective of implementing this ICT option?

What are the main success and failure factors of this option?

How could this ICT option be supported by governmental actions?

Where or from whom can we get additional information on this ICT option?

If the option is already implemented or in the pilot phase, please consider also the following

questions:

Where and on which scale is this ICT option currently used?


To what extent could the use of the ICT option be expanded to other situations

and areas?

If the option is not yet implemented on a large scale, how long do you expect it to

take to implement this ICT-option on a large scale?

If the option is still in the R&D phase, please consider also the following question:

How long do you expect it to take to test this ICT option in a pilot?

What are your expectations with respect to the moment of market introduction

of this option?

6. What are in your opinion the most relevant technologies, which could result in future ICT

applications promoting co-modality?

For every option, please consider the following questions:

For what kind of ICT applications could this technology be used?

For which modes could this technology/application be used?

What are the main advantages of this technology/application (compared to

technologies/application currently used)?

What are the main barriers with respect to the development of this

technology/application?

How long do you expect before this technology results in practical ICT

applications?

How could this technology be supported by governmental actions?

Where or from whom can we get additional information on this ICT option?

Impact of ICT options

For the ICT options identified above, please consider also the following questions concerning

observed or expected effects.

7. What mobility effects do you expect?


Which mobility effects could be expected in the short term?

Which mobility effects could be expected in the long term?

Are these expectations based on ex-post evaluation studies, ex-ante evaluation

studies or expert guesses?

What are important drivers of the size of the observed/expected effects (e.g.

specific features of the option, mobility pattern, spatial characteristics, cultural

factors, etc)?

Where or from whom can we get additional information on the mobility effects?

8. What environmental impacts do you expect?


Which impacts could be expected in the short term?

Which impacts could be expected in the long term?

Are these expectations based on ex-post evaluation studies, ex-ante evaluations



Where or from whom can we get additional information on the environmental

impacts?

9. What costs (investments, operational costs) do you expect?


What investment costs could be expected in the short term?

What investment costs could be expected in the long term (taking learning and

scale effects into account)?

Which operational costs could be expected? Could they be lowered in the long

term?



What are the main drivers of the observed/expected costs of ICT options?

Where or from whom can we get additional information on the costs of ICT

options?

10. What other impacts could be expected?


Which impacts could be expected at the short term?

Which impacts could be expected at the long term?



What are the main drivers of these impacts?

Where or from whom can we get additional information on the costs of ICT

options?

Final questions 11. Would you like to add something to this interview?

12. We would like to include the results of this interview – after your approval – in a

OPTIMISM Deliverable. Is this OK for you?

13. Would you like to be kept informed of the progress of OPTIMISM in the future?

Thank you very much for your cooperation!


Annex C List of interviewees

Name of interviewee Organisation of Interviewee Country

Peter Pfragner Fraport AG Frankfurt Airport Services Worldwide (Frankfurt Airport, Germany)

Germany

Maria Morfoulaki,

Anestis Papanikolaou

HIT/CERTH Greece

Anne Graham National Roads Authority Ireland

Roberto Balduini Octo Telematics Italia S.r.l. Italy

Bruno Corbucci Roma Servizi per la Mobilità (RSM) Italy

Ing. Francesco Mazzone

Automobile Club d’Italia (ACI) – Automobile Club of Italy

Italy

Alessandra Raffone AlmavivA Italy

Eng. Cipriano Lomba EFACEC Portugal

Dr Jorge Lopes BRISA Inovação e Tecnologia SA Portugal

Milica Kalic Faculty of Transport and Traffic Engineering

Serbia

Dr Anna Anund VTI Sweden

David Brunner,

Dipl. Ing. ETH

cabtus AG Switzerland

Norbert Ender IBM Switzerland Switzerland

Michiel Beck Dutch Ministry of Infrastructure and Environment

the Netherlands

Stefan de Konink Stichting Opengeo the Netherlands

Bram Munnik 9292 the Netherlands

Albert Seubers Atos International the Netherlands

Paul Potters Connekt the Netherlands

Dr Erel Avineri University of the West of England, Bristol

United Kingdom


Annex D Long list of indicators

In this Annex we present the full version of the long list of indicators that could possibly be used to assess ICT options stimulating co-modality. In section 3 we show a summary version of this list, which is used to come up with a final selection of indicators.


Table 21 Long list of indicators – full version Indicator Linked

indicator, identified in WP2011 Impact Assessment

Scope Unit, WP2011 Impact Assessment

Quantitative objective in the White Paper (2001)

Quantitative objective in the White Paper (2011)

Relevance for OPTIMISM

Unit

Mobility related indicators

Transport volume

Transport activity

Passengers

pkm Passenger car transport +21 % against a rise in GDP of 43 %.

Maintain and improve the competitive position of Europe’s air industry by creating of the single European sky and regulating the unavoidable expansion of airport infrastructure. (White Paper p. 37)

Halve use of conventionally fuelled cars in city centers by 2030, complete phase-out by 2050 (WP2011 p.9)

Yes Pkm

Modal share Modal shift Passengers

% of pkm Realising a modal shift from road and air to rail and water by providing fair competition between modes and link-up modes for successful intermodality. (White Paper p. 45-46, 104)

Increase rail market share of passenger traffic (6 % 10 %) and goods traffic (8 % 15 %) (White Paper p. 25, 27)

Stimulating rail usage by increasing the quality White Paper p. 30)

Better use of public transport and rational use of the car.

Realising “new transport patterns” (WP2011 p.5-6)

Multimodal intercity travel and transport (WP2011 p. 6-7)

Yes % of pkm

Travel time Travel time Passengers Hours No quantitative targets No quantitative targets Yes hours

Transport intensity


Passengers pkm/ population

No quantitative targets No quantitative targets Maybe Pkm/population


Passengers “choice” No quantitative targets No quantitative targets Maybe ‘Choice’

Economic and social indicators

Monetary cost Unit Cost Passengers €/pkm No quantitative targets No quantitative targets Yes €/pkm

Investment costs

ICT options ? No quantitative targets No quantitative targets Yes €/option, €/pkm

Operational costs

ICT options ? No quantitative targets No quantitative targets Yes €/year, €/vkm


Congestion Passengers ? No quantitative targets No quantitative targets Yes Congestion kms, / timeloss/pkm

Transport related sectors

Society

? No quantitative targets No quantitative targets No €/km, €/year

Innovation and research

Society

? No quantitative targets No quantitative targets No €/option, €/year

Reduction of administrative burden

Society

? No quantitative targets No quantitative targets No €/km, €/year

EU budget Society ? No quantitative targets No quantitative targets No €/year, €/MS

International relations

Society

? No quantitative targets No quantitative targets No ?

Economic growth

Economic growth

Society

GDP No quantitative targets No quantitative targets No GDP

Employment Employment level and conditions

Society

working places

No quantitative targets No quantitative targets No Working places

Spatial distribution of economic impacts

Distribution impacts

Society

GDP/capita Completing the routes identified as the priorities for absorbing the traffic flows generated by enlargement, and improving access to outlying areas (White Paper p.18 and 50)

No quantitative targets No GDP/capita, Gini-coefficient


Society

pkm/GDP

Internalisation of external costs by gradually replacement of existing transport taxes with infrastructure charges and fuel taxes (White Paper p. 16)

Internalisation of external costs (WP2011 p.10)

No Pkm/GDP

Vehicle stock and ownership

Not included Passengers # of No quantitative targets Halve the use of conventionally fuelled cars in city centres by 2030, complete phase-out by 2050 (WP2011 p.9)

No Number of vehicles

Accessibility Accessibility Passengers “service quality”

Not included No quantitative targets Attractive frequencies, comfort, easy

access, reliability of services, and intermodal integration are the main characteristics of service quality

Yes ‘service quality’


Society hours Removing the bottlenecks in the railway network. (p. 50-51)

Developing motorways of the sea and airport capacity. (White Paper p. 50-51)

Completing the Alpine routes and providing a better passage of the Pyrenees. (White Paper p. 53)

Everyone should enjoy a transport system that meets their needs and expectations, in terms safety, costs, user rights and obligations and clean (public) transport accessibility.

No quantitative targets Yes hours

Safety Safety Transport sector # fatalities Everyone should enjoy a transport system that meets their needs and expectations, in terms safety, costs, user rights and obligations and clean (public) transport accessibility.

Reduce the (human) costs of traffic accident and the number of deaths on the road with 50 %. (White Paper p. 66)

Improve safety of long tunnels in the TENs. (White Paper p. 58)

Reduce number of fatalities to close to zero by 2050, halve by 2020 (WP2011 p.10)

Yes # fatalities # injuries # accidents

Environmental related indicators

Energy consumption

Energy use / Energy efficiency

Transport sector ktoe Raising the share of substitute fuels (6 % biofuel penetration rate by 2010) (White Paper p. 83)

Replacement of 20 % of conventional fuels with substitute fuels by 2020 (White Paper p. 83)

60% emission reduction target (compared to 1990) in 2050

Yes Ktoe (kilotonne of oil equivalent)

Renewable energy use

Transport sector ? 10% of total fuel use must come from renewable energies in 2020 (WP2011 p.4)

No % of total energy use

Climate change Climate change


Mton GHG No quantitative targets

60% emission reduction target (compared to 1990) in 2050

Halve use of conventionally fuelled cars in city centers by 2030, complete phase-out by 2050 (WP2011 p.9)

Yes Mton GHG


Air quality Air pollution Society, transport sector

ton NOx, PM,

No quantitative targets Everyone should enjoy a transport

system that meets their needs and expectations, in terms safety, costs, user rights and obligations and clean (public) transport accessibility.

Yes ton Nox, PM,

Noise exposure Noise pollution


% Ln>55dB(A)

No quantitative targets No quantitative targets Yes % Ln>55dB(A),

Land take and fragmentation

Not mentioned in White paper


km² Everyone should enjoy a transport system that meets their needs and expectations, in terms safety, costs, user rights and obligations and clean (public) transport accessibility.

No quantitative targets No Km2

Other indicators

Transferability Not relevant ICT option ? Not relevant Not relevant Yes Not relevant

Success and failure factors

Barriers ICT option ? Not relevant Not relevant Yes Not relevant

Situational factors enhancing effectiveness

ICT option ? Not relevant Not relevant Yes Not relevant


Annex E Factsheets

Ecopassenger Description Status Implemented/existing

Description of option

Ecopassenger is a town-to-town travel planner for Europe excluding the UK. For every O/D pair it calculates a train journey, a car journey and where distances are big enough a flight. For train travel it gives a detailed timetable for the whole journey, for car travel a full detailed route, but for flight only departure and arrival airport and number of flight changes.

What distinguishes Ecopassenger from other travel planners is the detailed emission calculation, not only for CO2, but also for energy consumption, particulates, nitrogen oxides and nonmethane hydrocarbons. For flights it breaks emissions down to access, flight and egress, and the user can choose access and egress mode. For car use it allows specification of three car classes, petrol or diesel, and the number of car passengers. The comparison between rail, air and car travel times and emissions, which allows to define the number of car passengers and other car characteristics allows an informed choice of the mode to travel with. ( co-modality)

Transferability Tranferable

Success factors n..a. Barriers n.a. Macro mobility impacts

n.a.


n.a.


n.a.

Other impacts n.a. Costs

n.a.

Additional information

Data sources used Relevant website(s) http://www.ecopassenger.org/ Contact person: International Union of Railways (UIC) Ifeu (German Institute for Environment and Energy) Hacon and IVEmbH (routing system and software)

http://www.ecopassenger.org/


Poznan Metropolitan Area Travel Planner Description Status Implemented/existing Description of option Poznan Metropolitan Area Travel Planner is internet platform allowing

for travel planning within metropolitan area. Poznan and nearby smaller gminas (NUTS 5 level territorial unit) have signed agreement on common (metropolitan) transport. There are 14 lines extending from city into metropolitan area. Public transport in the city of Poznań and lines extending to the metropolitan area is organized by Zarząd Transportu Miejskiego (ZTM) - Urban Transport Authority. Metropolitan lines connect outside locations to the city internal network. Modes used are: bus and tram. Public transport connects also to airport and rail stations. The planner allows for designing optimal route for passenger. Passenger defines hour of departure, origin and destination. Than system provides 3 alternative routes with detailed description of hours, means of transport, distances, interchanges, prices and plots it on the attached map.

Intermodal (bus-tram) and co-modal (bus-bus) solution within metropolitan and city public network Connection with the airport and rail station through physical infrastructure is provided but travel planner does not include rail/air option in its queries (intermodality) (co-modality)

Transferability Tranferable Success factors n..a. Barriers n.a. Macro mobility impacts

n.a.


n.a.


n.a.

Other impacts n.a. Costs n.a. Additional information

Data sources used Relevant website:http://www.ztm.poznan.pl/?locale=en_US

Resrobot Description Status Implemented


Resrobot is a multimodal Swedish travel planner. It covers air, rail, ferry, local public transport, car and walking. It operates door-to-door in Sweden and also shows connections to rail stations in Norway, Denmark and Northern Germany. It always calculates a range of public transport options (typically 8 to 10, unless access to public transport at origin and/or destination is very limited) and also a full detailed route by car. Although the site owner, Samtrafiken, offers fully integrated tickets for all

http://www.ztm.poznan.pl/?locale=en_US


intermodal chains within Sweden, they are not available for purchase on the Resrobot website. What makes Resrobot stand out from other multimodal planners is the excellent visual presentation of each of each calculated trip chain, which shows the travel time on each mode of transport and the transfer time at each interchange point The calculation of different public transport mode options encourages the use of modal chains (intermodality). The calculation of alternative public transport options, in particular also including air travel as an alternative to the rail options offered, which are only offered by most other planners, as well as the car option allows choosing either the fastest option or the one with the lowest emissions, depending on the user’s priorities (co-modality). The graphs showing travel times and interchange times also help choosing between the different transport modes on offer (co-modality).

Transferability Transferable

Success factors n.a. Barriers n.a. Macro mobility impacts

n.a.


n.a.


n.a.


n.a.


- Easyway, 2012, Traveller Information Services. Co-modal traveller information services. http://www2.liikennevirasto.fi/ew/ew-tis-dg07_co-modaltravellerinformationservices_01-02-00.pdf Data sources used Relevant website(s) http://reseplanerare.resrobot.se/bin/query.exe/en?L=vs_resrobot&

Rejseplanen Description Status Implemented/existing Description of option

Rejseplanen is a multi-modal route planner for Denmark. It covers rail, ferry, local public transport, as well as car, cycle and walk. There are three things that make Rejseplanen stand out. First of all it is one of only three sites listed on the EU website, which calculates for every connection found also the CO2 emissions and compares them with those from car travel (the other two are the German Reiseauskunft and the UK Transport Direct). Second, it allows purchasing train tickets, and since the train operator DSB also operates a wide range of bus routes in Denmark, this means that for many connections fully integrated bus and train tickets are available. Third it is one of only two listed sites that also has at least some door-to-door information for other countries, in this case for Sweden and parts of Germany (the

http://www2.liikennevirasto.fi/ew/ew-tis-dg07_co-modaltravellerinformationservices_01-02-00.pdf

http://www2.liikennevirasto.fi/ew/ew-tis-dg07_co-modaltravellerinformationservices_01-02-00.pdf

http://reseplanerare.resrobot.se/bin/query.exe/en?L=vs_resrobot&


other one is the Mobilitéitszentral from Luxemburg, which also has this for Denmark, Sweden and parts of Germany http://mobiliteitszentral.hafas.de/hafas/query.exe/fn ). Through diverting onto the international version of the German Reiseplaner (see there), it is also able provide connections to any rail station in Europe.

The calculation of different public transport mode options and the possibility to buy integrated bus and rail tickets for many connections on-line encourages the use of modal chains (intermodality). The calculation of alternative public transport options as well as the car option allows choosing either the fastest option or the one with the lowest emissions, depending on the user’s priorities (co-modality).

Transferability Transferable Success factors n.a. Barriers n.a. Macro mobility impacts

n.a.


n.a.


n.a.


n.a.

Additional information Relevant website(s): http://www.rejseplanen.dk/ Rejseplanen A/S (site owner), DSB (railway and bus operator) [email protected] Data sources used

Auto&OVplanner (9292) Description Status Implemented during evaluation period, but not operational

anymore Description of option

The Auto OV planner, a product of the Reisinformatiegroep in the Netherlands, was provided as an experiment to test the combination of providing travel information on both public transport and the car in the Netherlands.

Transferability Tranferable Success factors - combination of private transport and public transport Barriers - costs of information provision Macro mobility impacts

Modal shift: In the evaluation it was concluded that 0.4% of the sampling size would choose a different transport mode based on this route planner. After the stimulus 2% did choose a different transport mode: 1% decided to go by public transport rather than by car.

Travel time reduction

http://www.rejseplanen.dk/

mailto:[email protected]


Reduction of lost vehicle hours Increased reliability travel time


Increased road safety


Reduction of air pollution GHG emission reduction Noise reduction

Other impacts Indirect impacts on level of employment Costs

Costs depend on penetration rate, but total costs are between 53-279 million euros, (investment costs around 3 million, operational costs between 50-250 million euros). Total social benefits are estimated to be 157-2896 million euros.


Data sources used

Reisinformatiegroep, 2007, Een panelonderzoek naar de 'modal split'-effecten van een nieuw Reisinformatieproduct

Goudappel Coffeng, 2007, Maatschappelijke kosten-batenanalyse van de Auto&OV Routeplanner

Scotty: multimodal routeplanner Description Status Implemented


An online multi-modal routeplanner. Scotty was launched on April 6th, 2012. No information on usage or effects presented.

Transferability Yes Success factors Easy to use

Web Info and SMS Always avaiable

Barriers Macro mobility impacts

Information for public transport users No evidence is available on potential changes in total transport

demand.


Foster reliability of public users trips


No evidence is available of environmental impacts of this service

Other impacts Public Transport more attractive Costs

Not available


http://www.scotty.be/nl/ [email protected] (no designated contact person)

http://www.scotty.be/nl/



Data sources used

cairo / cairo 2.0 (Context Aware Intermodal Routing) Description Status ongoing field test Berlin-Brandenburg region Description of option cairo is an iPhone / Android smartphone application that connects

static (e. g. location of train stations, time tables) with dynamic (delays, current position of user) information. In combination with intermodal transport services it serves as a door-to-door routing system. The main objective is to be an alternative to the individual car.

The application provides information on car-sharing, bike rental systems and walking distances as well as on local / regional / long-distance public transport. When a problem, e.g., a delay, occurs while the passenger is already on his/her journey, the application is able to suggest alternative routes considering the passenger’s current position and different transport options. It also allows for electronic ticketing and might be personalised. Although the field test is spatially limited, at least the car-sharing system and the train information system are nationwide available.

Transferability It is very likely that the ICT option could be successfully transferred to other cities and countries.

Success factors No evidence on success factors was found. Barriers No evidence on barriers was found Macro mobility impacts

No empirical evidence on “macro mobility impacts” is available. No change in transport demand is to be expected. Being an intermodal router, cairo facilitates a low shift to public

transport. cairo suggests alternative routes based on real-time information, so

travel time is expected to decrease a little. Other mobility impacts

No empirical evidence on “other mobility impacts” is available. Safety: The number of traffic accidents and fatalities/injuries is

expected not to change. Congestion levels are not expected to change. Accessibility: Accessibility is expected to increase a little. Reliability: cairo is not expected to influence the reliability of travel

times.


No empirical evidence on “environmental impacts” is available. As a result of reduced congestion levels, CO2, PM and NOx emissions

are expected to decrease a little. The number of people seriously affected by transport noise is not

expected to change.

Other impacts No evidence on other impacts was found. Costs

Funding by BMWi (German Federal Ministry of Economics and Technology): 1.1 million € (source: RWTH Aachen) No information about total investment and O&M costs available. Both are considered to be high.



cairo is a joint project of RWTH Aachen University, Deutsche Bahn AG (DB AG), HaCon GmbH, InnoZ GmbH, and VBB Verkehrsverbund Berlin-Brandenburg GmbH. As the main German railway company DB AG is one of the project partners, information provided by the application seems to focus on services offered by DB AG, e.g. “Flinkster” (car-sharing) and “Call-a-Bike” (bike rental). However, the regional public transport information system (timetables etc.) is also part of the app. Data sources used

Relevant website(s): http://www.innoz.de/cairo_begleitforschung.html http://www.innoz.de/cairo20.html

Relevant literature:

http://www.innoz.de/fileadmin/INNOZ/pdf/cairo/funktionen_cairo_java_web.pdf

RWTH Aachen: http://www.tl.rwth-aachen.de/index.php?p=cairo&lang=en

S. Wirtz (2010). Passenger Information Systems in Media Networks: Patterns, Preferences,

Prototypes: http://ieeexplore.ieee.org/xpls/abs_all.jsp?arnumber=5529825&tag=1

SMART-WAY (context aware intermodal router) Description Status A prototype of SMART-WAY is complete. The first field tests were scheduled to

be run in September 2011 in Dresden and Torino in cooperation with the local public transport operators. A final version ready to roll out across Europe by 2012.


(taken from: http://www.smart-way.mobi/images/Documents/pr/2011-07-11_ChallengeBibendum_Smartphone_AppSpeedsTravelOnEuropeanPublicTransit.pdf) SMART-WAY is a smartphone application that serves as GPS-based (GALILEO) navigation system for commuters and locals but also tourists in unfamiliar cities. Users will be able to switch to alternative routes if their bus or train is late, tourists will be able to find the quickest route to their hotel or to the main city sights. The application displays multiple alternative routes on a map that shows all the stops, connections, modes of transport and directions as well as arrival and departure times. Users can switch to different forms of transport or enter a new destination at any point they wish. By constantly tracking a user’s current location, SMART-WAY is able to respond in real time by re-calculating the route in the event of traffic jams, delays or early arrivals. Whenever new developments affect a chosen route, the app immediately suggests alternatives. A vibration alert tells a user when the destination is reached or a stop is missed. All the information on timetables, connections and hold-ups in the network is supplied by transport companies in real time and imported into the app. So far, the SMART-WAY prototype has been developed for Android smartphones.

Transferability It is very likely that the ICT option could be successfully transferred to other cities and countries. “Geographic Focus are the cities of Torino and Dresden, Results are applicable in PT-networks [of] the expanded EU” (A. Küster 2010)

Success SMART-WAY aims to generate revenue for the user, thus it is very attractive.

http://www.innoz.de/cairo_begleitforschung.html

http://www.innoz.de/cairo20.html

http://www.innoz.de/fileadmin/INNOZ/pdf/cairo/funktionen_cairo_java_web.pdf

http://www.tl.rwth-aachen.de/index.php?p=cairo&lang=en

http://ieeexplore.ieee.org/xpls/abs_all.jsp?arnumber=5529825&tag=1

http://www.smart-way.mobi/images/Documents/pr/2011-07-11_ChallengeBibendum_Smartphone_AppSpeedsTravelOnEuropeanPublicTransit.pdf




factors “SMART-WAY offers a concrete business model aiming at the complete refinancing of installation and operational costs. Costs are based on very conservative estimates, thereby generating earnings for both the transport operator and the software producers” (European GNSS Agency)

Barriers No evidence on barriers was found. Impacts Macro mobility impacts

No empirical evidence on “macro mobility impacts” is available. No change in transport demand expected. Being an intermodal router, SMART-WAY facilitates a low shift to public

transport. This was also a pronounced goal of the implementation SMART-WAY

Travel time is expected to decrease a little Other mobility impacts

No empirical evidence on “other mobility impacts” is available. Safety: The number of traffic accidents and fatalities/injuries is expected

not to change. Congestion levels are not expected to change Accessibility: Accessibility is expected to increase a lot. Reliability: SMART-WAY is not expected to influence the reliability of travel

times.


No empirical evidence on “environmental impacts” is available. As a result of reduced congestion levels, CO2, PM and NOx emissions are

expected to decrease a little. The number of people seriously affected by transport noise is not expected

to change.


Total costs: € 2380873 EU contribution: €1793501 (European GNSS agency)

Additional information SMART-WAY (Galileo based navigation in public transport systems with passenger interaction) is a joint project between several European partners and was developed under the 2nd FP7 call. To demonstrate how SMART-WAY works, researchers from the Fraunhofer Institute for Industrial Mathematics, ITWM, in Kaiserslautern developed a software program that simulates a virtual city and a virtual public transport operator, including all the timetable information. Data sources used

European GNSS Agency

http://www.gsa.europa.eu/galileo-based-navigation-public-transport-systems-passenger-interaction

Andreas Küster, Fraunhofer IVI (2010)

http://www.application-days.eu/presentations/day3/road/smart-

way_final_presentation.pdf

muoversiaroma.it Description Contact person Ing. Stefano Brinchi, [email protected] Country Italy Modes involved Road Traffic, Bus Public Transport Status Implemented Description of option

muoversiaroma.it is a traveller information service developed by RSM, the local Agency for Mobility in Rome, which provides mobile devices connected to the Internet with the following information:



http://www.application-days.eu/presentations/day3/road/smart-way_final_presentation.pdf

http://www.application-days.eu/presentations/day3/road/smart-way_final_presentation.pdf


News: information on roadwork, demonstrations, accidents and road traffic restrictions;

Limited Traffic Zone hours; Routing calculations: computation of the best route for different

transport mode alternatives (public transport, car, walking); Bus waiting times: predicted bus arrival times at bus stops; Traffic bulletins: detailed list of current traffic conditions; Car travel times: travel time prediction for cars on main urban

routes; Parking: real-time information about the number of available

parking slots on several parking areas. muoversiaroma.it is being integrated into the georeferenced information management platform Wi-Move.

Transferability Transferability of this option was not assessed, but, in principle, this option could be transferred to other areas.

Success factors No evidence on success factors was found. Barriers No evidence on barriers was found. Impacts Macro mobility impacts

No empirical evidence is available on the impacts of this ICT option on ‘macro mobility impacts’.


No empirical evidence is available on the impacts of this ICT option on ‘other mobility impacts’.


No empirical evidence is available on the impacts of this ICT option on ‘environmental impacts’.

Other impacts No empirical evidence is available on the impacts of this ICT option on ‘other impacts’.

Costs Information on the costs of this option was not available. Additional information Additional information sources Relevant websites: http://www.muoversiaroma.it Relevant literature: Wi-Move Piattaforma multicanale per la distribuzione di contenuti e servizi georeferenziati.

Luceverde Description Contact person Ing. Francesco Mazzone, [email protected] Country Italy Modes involved Road Traffic, Bus Public Transport, Rail Transport Status Implemented Description of option Luceverde is a multi-modal traveller information system supplied by

web and through smartphone applications in Lazio Region and in towns of Milano and Roma. Luceverde collects bulletins from state and municipal police and provides information about events concerning road traffic, like road works, accidents and congestion. Event locations are displayed on an interactive map. It provides also best route computation form origin to destination. Although traffic congestion can be displayed through Google Maps, it is not taken into account in route computation. The portal for Lazio Region displays locations of railway stations, ports, airports and bus stops and provides real-time information like scheduled and predicted arrival times on railway, bus and maritime

http://www.muoversiaroma.it/


lines, as well as available services at airports. Transferability There are no problems in transferring this system in other

countries/cities. Its effectiveness and costs depends on the specific conditions of the site (level of collaboration between transport actors in relation to information sharing, political commitment, cost of labour, technologies, etc.)

Success factors The quality and quantity of information available. Barriers Transport actors’ unwillingness to share information. Impacts Macro mobility impacts

This system can significantly have impacts on modal split encouraging co-modality by more rational and informed decisions on choosing the mode or combination of modes. It also reduces travel times.


This system can contribute to reduce traffic congestion and make public transport more accessible by providing the position of stops on a map. It indirectly contributes to the reduction of accidents by reducing the anxiety due to the uncertainty of traffic conditions and travel times. Furthermore, this multi-modal information system can also contribute to manage emergencies. During the unusual event of snow in Rome last February (2012), Luceverde has been used by “Protezione Civile”, which is the national organisation responsible for managing emergencies, because it was the only tool to give simultaneously information on all modes of transport.


More rational and informed travel decisions, e.g. choosing less congested routes, contribute to reductions in energy consumption and air pollution, as well as noise and CO2 levels


Costs Both investment costs (e.g. ICT equipment) and running cost are high and such to undermine the provision of the service itself, which is currently provided using public funds (the system has been funded by the Lazio Region using also EC fundings). The running cost of the traffic basic service costs about 300 000 Euro each year (the major expenses concern labour). However, it is possible to recoup costs by charging travellers, companies and in general all those who take advantage of the service (for example, radio stations).

Additional information Additional information sources Relevant websites:

- http://regionelazio.luceverde.it/ - http://www.milano.luceverde.it/ - http://www.roma.luceverde.it


- Luce verde per il traffico cittadino. Technology Review. Newsletter. n. 4 luglio-agosto 2009 -http://www.technologyreview.it/ index.php?p=article&a=1228

eMotion Description Status Concluded

Description of option E MOTION worked out a detailed definition of a multi-modal real-time information service for people on the move and will provide a well structured basis for deploying a co-ordinated service across

http://regionelazio.luceverde.it/

http://www.milano.luceverde.it/

http://www.roma.luceverde.it/


Europe. The eMOTION service architecture calculates the information request of the user. The data content is organised in data sets, which use common data protocols and interfaces. This includes common procedures describing and ensuring the quality of data as well as giving the basic figures for invoicing. To ensure Europe-wide access and data communication between partners with different sub-systems in different countries, the eMOTION system approach is based on common standards in the area of data communication and data protocols. For data retrieval in a specific language, standardised user interfaces with defined text modules are applied. To enable the provision of location-based services the devices used appropriate means for positioning.

Transferability The eMOTION concept was successfully integrated into the In-Time project - Delivering intelligent and efficient travel management for European cities. Within In-Time the eMOTION concept has been successfully rolled-out into 6 European cities (Vienna, Brno, Bucharest, Oslo, Munich, and Florence).

On top of this the eMotion is a key element in the CoCities project.

Success factors One of the main success factors of the eMOTION architecture is the usage of common standards in technical terms.

Barriers A detailed analysis of the legal framework of different European countries was carried out and set the scene for further roll-out and usage of the eMOTION concept. Although this legal analysis showed the difficulties of ITS services using contents of different providers (cross border) and provide a Europe-wide service. Due to the different regional laws a potential service provider has to set-up contracts with each of the different content providers. This could lead to an enormous barrier for rolling-out such a Europe-wide service.

Another barrier for setting-up the eMOTION concept (business model) - as designed in the project - is the barrier for end-user to pay for traffic information services. The eMOTION project team designed different scenarios for rolling-out such a service. Now – four years after finishing the project – a lot of things changed in terms of open data initiatives, emerging new global service providers or the initiatives of the car industry as well as infrastructure operators.


eMotion has not been deployed as an end-user application, so in order to assess the possible impact of implementation it is necessary to use the evaluation of the nation-wide provider of real-time information ‘Travel Direct’ as a proxy. It is likely that the use of eMotion as an application will increase

transport demand as it provides easier access to transport information. However there is no evaluation of a link between increases in total demand and the provision of transport data

It is likely that the use of an eMotion application would result in a modal shift. There is evidence from the use of Travel Direct that improved transport information results in a small shift in the use of private transport to public transport or to multi-modal trips (e.g. use of car to link to stations, park and ride facilities etc)

http://www.in-time-project.eu/en/project/pilot_cities/vienna.htm

http://www.in-time-project.eu/en/project/pilot_cities/brno.htm

http://www.in-time-project.eu/en/project/pilot_cities/bucharest.htm

http://www.in-time-project.eu/en/project/pilot_cities/oslo.htm

http://www.in-time-project.eu/en/project/pilot_cities/munich.htm

http://www.in-time-project.eu/en/project/pilot_cities/florence.htm


The evaluation of Travel Direct suggests that the provision of real-time multi-modal travel information is more likely to lead to a change in travel times, reducing congestion and leading to a reduction in the overall travel duration.


It is highly likely that the provision of multi-modal real time information at city, nation or European level is likely to reduce congestion as individuals seek to optimise their journey times to avoid peak travel times (Travel Direct evaluation). Information will also improve the accessibility and reliability of transport particularly where there is a need to make connections between transport modes.


eMotion is likely to produce a small shift in transport mode from

private to public transport, it is also likely to reduce congestion by

optimising travel choices. As a result it is likely to result in small to

moderation environmental improvements in respect to CO2 and air

quality.

Other impacts Costs

Legal barriers between travel content information providers is

likely to lead to high implementation costs. However once

developed any product may be able to amortize the development

costs through commercial marketing.

Additional information For qualified experts additional information is provided on the phone or via email. Send your background and contact data to Dr. Wolfgang Schildorfer [email protected].

Data sources used eMotion project website: http://emotion-project.eu/

eMotion Executive Summary Project Executive Summary

http://www.in-time-project.eu/

Transport Direct Portal http://webarchive.nationalarchives.gov.uk/+/http://www.dft.gov.uk/adobepdf/245385/249577/TD_Final_Report_Version_1.21.pdf

9292 Description Status Implemented Description of option

Static and real-time multi-modal route planner for the Netherlands.

Transferability Transferable Success factors Includes all public transport operators in the Netherlands

Personal preferences can be taken into account Barriers Willingness to pay for information of users

http://emotion-project.eu/

http://www.transport-research.info/Upload/Documents/201208/20120822_150303_93252_eMOTION_Executive_Summary.pdf

http://www.in-time-project.eu/

http://webarchive.nationalarchives.gov.uk/+/http:/www.dft.gov.uk/adobepdf/245385/249577/TD_Final_Report_Version_1.21.pdf

http://webarchive.nationalarchives.gov.uk/+/http:/www.dft.gov.uk/adobepdf/245385/249577/TD_Final_Report_Version_1.21.pdf



n.a.


n.a.


n.a.


n.a.


No evaluation studies were found. For results of the evaluation of an earlier used static route planner of 9292 see Auto & OV planner Data sources used http://9292.nl/

Transport Direct Description Status Implemented Description of option

Transport Direct (TD) aims to provide travellers with an integrated journey planning information service, including provision of real-time travel and transport information and through ticketing.

Transferability This scheme could be transferred to other cities/countries. Success factors No specific success factors were identified except that the Transport Direct

portal was the first multimodal route planner in the UK. Barriers People did not see the value of another route planner in first

instance, probably because they searched for unimodal trips rather than multimodal trips.

(Macro) mobility impacts

about 21% of the 2034 respondents to the online survey intended to make some sort of change in their modal choice as a result of using the journey planner. Whether this meant a change to a multi modal journey or the choice of more than one alternative option for the same journey was not possible to measure.

7.7% of 647 users said they would switch to public transport and 2.3% decided they would switch to using a car – suggesting a net modal shift to public transport of 5.4%.

Almost 17% of those who had made the journey before claimed that they had changed their route as a result of TD, while 3% claimed they would make a journey they wouldn’t otherwise have made.

Just over 24% said they had decided to alter their time of travel. (AEA, 2007)


n.a.


If a 5.4% net modal shift from cars to public transport were achieved for 1% of all car journeys made in the UK in 2005 then this would equate to about 200 million vehicle-km and 38,000 tonnes of car CO2 emissions avoided. (AEA, 2007)

Other impacts n.a. Costs Operation of the Portal cost £5.9 million for the period April 2006 to March


2007. The total cost of the Transport Direct Programme was £55 million to March 2007.

Additional information UK National scale web-based door-to-door journey planner: www.transportdirect.info Transport for London journey planner http://journeyplanner.tfl.gov.uk/ Data sources used

AEA, 2007. Transport Direct Evaluation Final Report for the Department for Transport

AEAT/ED50207/R3 Version 1.2

http://www.publications.parliament.uk/pa/cm200607/cmhansrd/cm071009/text/

71009w0015.htm

Lyons, G., Avineri, E., Farag, S. and Harman, R. (2007), Strategic Review of Travel

Information Research. The Department for Transport, London.

http://eprints.uwe.ac.uk/10300/

Avineri, E. (2012) On the use and potential of behavioural economics from the

perspective of transport and climate change. Journal of Transport Geography . ISSN

0966-6923 (In Press)

http://www.sciencedirect.com/science/article/pii/S0966692312000646

CATCH project (Carbon Aware Travel CHoice):

CATCH is an EU project with the ultimate aim to reduce CO2 emissions of the urban

transport sector by encouraging carbon-friendly travel choices. It provides a carbon

emission database on city level. www.carbonaware.eu

Infopoint Description Status Implemented Description of option

The consolidated internet-based option implemented in Rome, as a case-study within the project ‘CONCERTOUR’, was developed taking into account intermodal aspects combining Public Transport routes calculations with other transport modes (i.e. Park&Ride). The main objective was to enhance the public transport information system. The implemented ICT option offers sustainable multimodal choices, timetable information, addresses search, several points of interest, etc. The database of services and timetables is closely integrated with public transport network management tools, and is updated on a weekly basis. Road information is continuously updated with satellite data from the Automatic Vehicle Monitoring system.

Transferability This option can be transferred to other cities/countries. Success factors This option enables travellers to make preferred modal choices

encouraging the use of public transport and sustainable mode choices. It also provides added value service such as tourist information and promotion.

Barriers The certification of sources and the assessment of the quality of information collected during the implementation was the main barrier. Furthermore, due to the complexity of the Rome transport network, it was very difficult to calibrate the parameters related to the multimodal route algorithm.

http://www.transportdirect.info/

http://journeyplanner.tfl.gov.uk/

http://www.publications.parliament.uk/pa/cm200607/cmhansrd/cm071009/text/71009w0015.htm

http://www.publications.parliament.uk/pa/cm200607/cmhansrd/cm071009/text/71009w0015.htm


Impacts Macro mobility impacts

This option encourages the access to public transport information and more sustainable modal choices. With the integration of two real-time components (the Urban Travel Time – UTT - and the Automatic Vehicle Monitoring - AVM), this option is able to contribute to the reduction of both travel and waiting time.


This option enhances PT service reliability and keeps passengers informed (providing information and services such as waiting time at bus stop, journey plan etc). The integrated real-time components UTT and AVM can also contribute to the reduction of congestion and traffic conflicts, as well as to travel safety.


By promoting public transport and improving PT information accessibility, this option potentially contributes to the reduction of CO2 emissions in the city.


Costs The investment done for developing the route planner in the Civitas Miracles Project was of almost 200k€. The cost for annual ordinary maintenance and for the maps is about 60k€. It is difficult to quantify the internal staff cost for the continuous web update. However, 5 people are currently employed for the updating of the web site.

Additional information Additional information sources

ATAC (Transport Agency for the Municipality of Rome) provides all the information related to public and private transport service (e.g. route, timetable), including information on Taxi, Car sharing , etc…;

RFI (National Railway Infrastructure Manager) provides regional railway network information and related timetable;

TeleAtlas (Digital maps provider) provides the road map and its updates; Seat Pagine Gialle (international group for the telephone directory) provides the GIS

database for hospitals, chemists and local health authorities in Rome; The Municipality of Rome – Environmental Department – provides the information

related to sustainable alternative transport modes such as cycle tracks and bicylce sharing parking;

Cotral SpA (Transport regional agency for Lazio) provides all the information related to the regional bus line routes and timetables.

IC-IC Description Status Implemented Description of option

IC-IC will develop an ICS (InfoConnectivity System), involving the airports of Amsterdam, Frankfurt, Paris and Vienna, related ground transport and airlines, representing both short- and long-distance transport. By providing currently missing information which travelers already wish to have with regard to facilities and services of their next immediate destination and/or next transport provider(s), the ICS is expected to improve the travelling experience and to increase the speed of change between transport modes. Much of such information can be provided while waiting, e.g. in the airport train/bus, the lounge, the airplane, utilizing camera mobile phones to connect to information provided by QR (Quick Response) codes, and mobile


phones fitted with NFC (Near Field Communication) able to connect to respective tags.

Transferability Probably transferable to all other airports of the world (maybe with some limitations- not all languages are possible)

Success factors The effectiveness of the InfoConnectivity improvements will be assessed with regard to gained speed & ease of passenger transfer between transport networks.

Barriers Not mentioned


- The Implementation of the Option increase speed of change between transport modes


- reduce time required for standard processes - decrease the need of personal advice while proceeding to

boarding a plane/train/bus, etc. - decrease number of missed flights and need for rebooking - improve baggage handling and security efforts for abandoned

baggage - create more extra-time for shopping and spending time at

facilities at the airport/train station, etc. - make travelling a more enjoyable experience


Other impacts Costs Additional information

- Identification of current practice in passenger focused information in interconnections between short- and long-distance transport networks

- Suggestions of innovative passenger focused information supply - Suggestions of mobility enhancing concepts of interaction between transport networks

and their passengers in zones of intertwined information - Model applications to show how intertwined information, ”designed for all“ in a

multitude of languages, could work

- InfoConnectivity guidelines for optimization of existing interfaces between transport networks and passenger target groups addressing design, planning and deployment aspects

Stakeholders: (The following list displays Stakeholders having confirmed interest in the project and agreed to accept an invitation to the Stakeholders Conference in the third year of the project (August 2013) to discuss and comment intermediate results. Their input is taken into consideration for the final ICS handbook and policy recommendations. It is planned to successively increase the numbers of Stakeholders along the duration of the project):

Umbrella organisations Region

Airport Regions Conference (ARC) Europe

Airports Council International / ACI Europe International

European Disability Forum / Forum Européen des Personnes Handicapées

Europe

European Travel Commission (ETC) Germany

UITP International Association of Public Transport International

Key stakeholders:


(Entities shown below in the list of “Key Stakeholders” are Stakeholders in the sense as explained above, but are actively participating in the project by granting access to their premises in order to carry out field investigations. Furthermore, Key Stakeholders agreed to provide input to surveys which are being carried out to indicate communication requirements governed by legislation, standards and political decision makers to explain the principles of their customer related communication policies):

Airports Country

Flughafen Wien AG / Airport Vienna plc. Austria

ADP (Aéroports de Paris) France

Amsterdam Schiphol Airport (ASA) The Netherlands

Frankfurt Airport Germany

Surface transport Country

Verkehrsverbund Ost-Region (VOR) GmbH Austria

ÖBB-Personenverkehr AG Austria

RATP (Régie Autonome de Transports Parisiens) France

Keolis Group France

Veolia Transport France

SNCF (Société Nationale des Chemins de Fer) France

Rhein-Main-Verkehrsverbund (RMV) Germany

Deutsche Bahn (DB) Germany

NS: Nederlandse Spoorwegen N.V. / Netherlands Railways The Netherlands

Airlines Country

Austrian Airlines Austria

Air France France

KLM Royal Dutch Airlines (KLM) The Netherlands

Deutsche Lufthansa AG Germany

Aircraft manufacturers Country

Airbus S.A.S France

Additional information sources http://www.ic-ic.eu/

Wisetrip and enhanced Wisetrip Description: Status Implemented Description of option

The project Wisetrip designed and implemented a network of interconnected Journey Planner systems to combine urban and Long-Distance Transport information services.

The Wide-Scale Journey Planner unified multimodal transport data and provided a one-stop-shop for complex answers combining all involved


means. The option provides and personalizes multi-modal travel information sourced from connected variant journey planners and is accessible by travelers through various mobile or fixed devices before and during the journey.

Transferability The option has the aim to include all modes and as it is a web service application be used by as many users as possible.

Success factors The more journey planners are involved in the service the better the service becomes. The personalisation capacity of the service.

Barriers The booking does not exist The journey planners systems are slow and not operating at the standard required.


- Transport demand; will be handled more efficiently - Modal split: it is considered an element of the solution - Travel time: it is an inherited characteristic from the design of

the platform Other mobility impacts

- Accessibility - Congestion - Safety: secondary aspect, derivative - Reliability: according to the reliability of the journey planners in

the system


- Climate change (CO2) - Air pollution (PM, NOx) - Noise - Energy consumption

These are options that will be considered at the evolution of the platform Other impacts - Congestion

- Traffic safety Obviously, they are consequences of the usage

Costs There exists no business plan Additional information The platform is using co-modality for the service provision Additional information sources http://www.wisetrip-eu.org/ An interview with the member of the Coordinator Team, Dr. Maria Fostieri was held.

Enhanced Wisetrip Description Status Implemented but further work is in progress Description of option The project Enhanced Wisetrip is enhancing the implemented network

of interconnected Journey Planner systems to combine urban and Long-Distance Transport information services, by bringing new possibilities for planning, booking and travelling multimodal journeys adapted to all

http://www.wisetrip-eu.org/


user needs, multiple trip criteria, environmental impact and personal preferences. The multi-modal travel service platform uses the platform developed in WiseTrip project.

Transferability The option has the aim to become the first choice of any user who is planning a journey. Include all modes and as it is a web service application be used by as many users as possible.

Success factors The more journey planners are involved in the service the better the service becomes. The personalisation capacity of the service. The most vital factor of success is to provide “content” to the service. The service is complete with the booking function. The service has many personalization features.

Barriers The journey planners systems are slow and not operating at the standard required. Intermodality of ticketing requires solving legal issues.


- Transport demand; will be handled more efficiently - Modal split: it is considered an element of the solution; bicycle and car are included as well. For international transportation airplane, ship and train are considered. - Travel time: there is an option where the user selects the “fastest route”


- Accessibility - Congestion - Safety: secondary aspect, derivative - Reliability: equals the reliability of the journey planners in the system


- Climate change (CO2) - Air pollution (PM, NOx) - Noise - Energy consumption The above impacts are important. The user has the choice of the “greenest route” and soon will be able to be informed on the carbon footprint of the journey selected

Other impacts - Congestion - Traffic safety In general terms, there are positive impacts for the planning avoids congestion and enhances safety for the traveller

Costs There exists no business plan. Costs to be considered are: the real time info sent to the user and the connection with the journey planners

Additional information The platform is using co-modality for the service provision. All modes of transport are integrated. Additional information sources The link to access (free) for journey planning: http://wisetrip.travel/WisetripFrontEnd/Index.action An interview with the member of the Coordinator Team, Dr. Maria Fostieri was held.

EU-Spirit System Description Status Implemented (Denmark, Germany, Luxembourg, Sweden, Poland,

France) Description of option The EU-Spirit system offers the calculation of public transport

itineraries within and/or between European cities and regions. EU-Spirit itself is not a travel planner but a compilation of already existing

http://wisetrip.travel/WisetripFrontEnd/Index.action


Internet-based information service systems for short and long-distance transport. The independent local systems are connected via central components necessary for the generation of itineraries. These central components are:

RODI - Ring Origin Destination Identificator. The RODI tries to match the users’ inputs to origin and destination locations by contacting the appropriate passive servers.

RCC - Ring Connection Composer. This RCC acts as a super connection composer and retrieves/ combines partial information.

RRDB - Ring Reference DataBase. In this database all transition stations are stored. Transition stations are points where an interchange between two local systems or between a local system and an interregional system (e.g. national railway) is possible.

Transferability This system aims to virtually connect existing travel information systems through open interfaces and harmonised meta-information in Europe.

Success factors The EU-Spirit system aims to provide integrated international travel information from and to every stop or address; it has a short response time. It also allows customized input such as different walking speed.

Barriers It is difficult to cover flight data because of the competition between air and rail transport in the long distance market.


This option aims to provide integrated Public Transport travel information and facilitate route planning encouraging more sustainable modal choices. Therefore, this option is able to contribute to the reduction of travel and waiting time.






Costs Information on the costs of this option was not available. Additional information Additional information sources Transport information providers:

Alsace region: http://www.vialsace.eu Baden-Württemberg (NVBW): www.efa-bw.de Berlin-Brandenburg (VBB): www.vbbonline.de Denmark (Rejseplanen): www.rejseplanen.dk Gothenburg (Västtrafik AB): www.vasttrafik.se Luxembourg - Communauté des Transports (CdT-Verkéiersverbond): www.mobiliteit.lu Northern Germany (Connect): www.connect-

info.net/opencms_connect/opencms/Projekte/euspirit.html Rhein-Neckar / Rheinland-Pfalz (VRN): www.vrn.de Saarland (VGS): www.vgs-online.de or www.saarfahrplan.de Scania (Skanetrafiken): www.skanetrafiken.se Stockholm (SL - Storstockolms Lokaltrafik AB): http://sl.se / http://mobil.sl.se Swedish trains and regional busses (Samtrafiken): www.resplus.se Warsaw - Zarzad Transportu Miejskiego (ZTM): http://www.ztm.waw.pl

http://www.vialsace.eu/

http://www.efa-bw.de/

http://www.vbbonline.de/

http://www.rejseplanen.dk/

http://www.vasttrafik.se/

http://www.mobiliteit.lu/

http://www.connect-info.net/opencms_connect/opencms/Projekte/euspirit.html

http://www.connect-info.net/opencms_connect/opencms/Projekte/euspirit.html

http://www.vrn.de/

http://www.vgs-online.de/

http://www.saarfahrplan.de/

http://www.skanetrafiken.skane.se/

http://sl.se/

http://mobil.sl.se/

http://www.resplus.se/

http://www.ztm.waw.pl/index.php?c=126&l=2


Project Contact : VBB Verkehrsverbund Berlin-Brandenburg GmbH Mr. Juergen Ross Hardenbergplatz 2 D-10623 Berlin Phone: +49-30-254 14 260 Fax: +49-30-254 14 315 Email: [email protected]

Tussam Description Status Implemented


Tussam (Sevilla public transport operator) implemented a service that allows checking for the latest updates of any delays to the service. Looking at the company website or texting bus stop number to 215000. For example texts 388 to 215000 to receive a text update on services on bus stops number 388.


Web Info and SMS Always avaiable

Barriers Macro mobility impacts

Information for public transport users No evidence is available on potential changes in total transport

demand.


Foster reliability of public users trips


No evidence is available of environmental impacts of this service

Other impacts Public Transport more attractive Costs

Not available

Additional information Data sources used

www.tussam.it

Sixth Sense Description Status Ongoing Description of option

Our research vision is to understand the extent to which behavioural change in transport habits and practices can be facilitated through the creation of a new form of 'transport network', based on extending social networking principles to transport users and their individual vehicles. Through the development of an innovative, open, extensible technical platform called 6th Sense Transport (6ST), we will provide users with new ways of understanding the relationships between their own future transport plans and those of others.



This approach could revolutionise the process of decision making in travel behaviour (whether it be for the movement of people or things) by using social networking principles to create 'visibility' of potential transport options in time and space. If we are better able to visualise the activity of people and things (cars, buses, lorries, even items within a lorry) relative to their immediate and future time schedules, and crucially, the conditions under which people and other 'things' might be willing to liaise and adapt, we might be able to realise more opportunistic and collaborative uses for transport resources, leading to a reduction in overall transport related carbon emissions.

Transferability Highly transferable Success factors Not identified yet. Barriers Public trust, privacy issues relating to data Macro mobility impacts

By developing an Internet of Things in which cars can be under as transport flows it is much easier to facilitate lift sharing in as school drop-offs and work commuting.

Increased potential for lift-sharing or ad hoc stopping by public or private transport optimises transport and increases transport demand for alternative modes of transport.


The project is like to reduce congestion, improve the accessibility of alternative means of transport and increase reliability through providing a greater range of transport choices.

It is not clear whether alternative transport methods such as ad hoc lift sharing improves the safety of transport.


Sixth Sense is intended to optimise transport flows and thus

reduce environmental impacts.

Other impacts Costs

Potentially high implementation costs to facilitate the recognition

of number plates but low costs to maintain/operate.


Data sources used

Website http://www.sixthsensetransport.com/ Grant details http://gow.epsrc.ac.uk/NGBOViewGrant.aspx?GrantRef=EP/J004650/1 Chris Speed Duncan Shingleton (2012) An Internet of Cars: Connecting the Flow of Things to

People, Artefacts, Environments and Businesses Sixth Sense Website http://www.sixthsensetransport.com/wp-content/uploads/2011/09/Mobisys-2012-An-Internet-of-Cars-Connecting-the-Flow-of-Things-to-Pe-ople-Artefacts-Environments-and-Businesses.pdf

http://www.sixthsensetransport.com/

http://gow.epsrc.ac.uk/NGBOViewGrant.aspx?GrantRef=EP/J004650/1

http://www.sixthsensetransport.com/wp-content/uploads/2011/09/Mobisys-2012-An-Internet-of-Cars-Connecting-the-Flow-of-Things-to-Pe-ople-Artefacts-Environments-and-Businesses.pdf




Different Personal Travel Assistants GoAbout Status Pilots at company level Description of option

Outlook plug-in to plan trips in Outlook

Transferability Transferable Success factors

Combination with daily schedules in Outlook

Barriers n.a. Data sources used:

http://www.goabout.net http://www.frankwatching.com/gespot/go-about-outlook-plugin-

voor-reistijd/ http://www.bereikbaaramersfoort.nl/Nieuwsberichten/pilot-nieuwe-

app-rob-reis-overal-bewust.html http://www.sundayafternoon.nl/

PTA Status Developed, implementation status not known Description of option

The PTA project in Amsterdam is aimed at developing a Personal Travel Assistant system, which combines available information from the various transport providers with a social network. The information is available via the web and mobile networks with the option to be linked to a personal agenda and to make smart combinations with other users.

Transferability Transferable to other cities Success factors

Personalised information


http://www.cisco.com/web/about/ac79/docs/cud/PTA_Fact_Sheet_051109_FINAL3.pdf

http://www.youtube.com/watch?v=T2PG7cgfX_M http://www.connectedurbandevelopment.org/connected_and_sustaina

ble_mobility/personal_travel_assistant/amsterdam http://waag.org/sites/waag/files/public/Publicaties/PTA_report_digita

l.pdf

Traffical Status Implemented Description of option

Outlook plug-in for Blackberry users to automatically receive travel advice when making appointments. Before departure most actual travel information will be send to the user via sms (only Blackberry).

Transferability Probably transferable to other types of smart phones Success factors

n.a.


http://www.traffical.com/About.aspx

i-Tour Status Project in progress Description of option

i-Tour will support and suggest the use of different transport modes taking into account user preferences and real-time information. i-Tour promotes a new data collection approach based on the information provided by the whole user community. PCs, PDAs and smart phones can be used to access i-Tour.

Transferability Tranferable Success Input from user community

http://www.goabout.net/

http://www.frankwatching.com/gespot/go-about-outlook-plugin-voor-reistijd/

http://www.frankwatching.com/gespot/go-about-outlook-plugin-voor-reistijd/

http://www.bereikbaaramersfoort.nl/Nieuwsberichten/pilot-nieuwe-app-rob-reis-overal-bewust.html

http://www.bereikbaaramersfoort.nl/Nieuwsberichten/pilot-nieuwe-app-rob-reis-overal-bewust.html

http://www.sundayafternoon.nl/



http://www.youtube.com/watch?v=T2PG7cgfX_M

http://www.connectedurbandevelopment.org/connected_and_sustainable_mobility/personal_travel_assistant/amsterdam

http://www.connectedurbandevelopment.org/connected_and_sustainable_mobility/personal_travel_assistant/amsterdam

http://waag.org/sites/waag/files/public/Publicaties/PTA_report_digital.pdf

http://waag.org/sites/waag/files/public/Publicaties/PTA_report_digital.pdf

http://www.traffical.com/About.aspx


SensorCity Assen Description Status Pilot test is running


From 2010 fourteen stakeholders from government and industry in the Netherlands work together to develop innovative mobility services in the field of travel information and traffic management. Sensor City Mobility is focused on supporting the individual traveler and simultaneously contributes to collective mobility goals, such as promoting the flow on the road, improving road safety and reducing traffic emissions. From February to November 2013 a large-scale field experiment is conducted in Assen, ‘Sensor City’. Hundreds of travelers in Assen and surroundings will test future travel services. One group of travelers will test a On Board Unit (tablet) in the car. This tablet provides travel information based on input from the sensor network in Assen. When public transport will result in decreased travel time the tablet can advice the car driver to switch to the train. A car driver can use the tablet to reserve a parking space and saldo to travel will automatically be uploaded at a smart card. Another group of travelers will test various useful apps on a smartphone.

Transferability Transferable, but asks for sensor network Success factors Depend on pilot outcomes Barriers Depend on pilot outcomes

Requires sensor network


Modal shift from car to public transport based on advices provided by OBU and derived from the information provided by the sensor network


Flow-through Increased road safety


Reduction of traffic emissions


n.a.


Data sources used

https://www.sensorcitymobility.nl/over-sensor-city-mobility/experiment.html http://www.sensorcity.nl/mobiliteit.php?t=2

VirtualDRIP

factors Barriers n.a. Data sources used:

http://www.itourproject.com/web/

https://www.sensorcitymobility.nl/over-sensor-city-mobility/experiment.html

http://www.sensorcity.nl/mobiliteit.php?t=2

http://www.itourproject.com/web/


Description Status Tested in a pilot


vDRIP is an Android app that displays location based traffic-related information on your android device displays. This is real time information similar to the dynamic route information panels (DRIP) above highways, but also information from www.nhbereikbaar.nl example, also shows the city drips from the municipality of Amsterdan which show event specific information. App is released during the pilot period.

Transferability Transferable Success factors Less distraction car drivers Barriers Depends on penetration rate of smart phone


n.a.


n.a.


n.a.

Other impacts Can potentially increase road safety due to less distraction Costs

N.a.


Data sources used https://play.google.com/store/apps/details?id=com.logica.nl.vdrip.android&hl=en

Matka.fi

Description

Status Implemented/Planned (Travel information service: implemented, ticketing service: planned)

Description of option The goal of Matka.fi is to improve multimodal transport services and the access to public transport modes. Matka.fi is a nationwide, coherent information and ticketing service for the public transport. It also includes air traffic and the public transport transit connections to airports. The solution should guarantee a ticket service compatible for all public transport modes everywhere in Finland in the future. Matka.fi is a website with time tables and routing services for all public transport modes and air traffic in Finland. The service will be made compatible with all internet browsers and smart phones.

Transferability This ticketing and information system could be transferred to other countries

Success factors According to the assessment of the impacts of “Matka.fi” service, it has improved the access to and awareness of different public transport modes, promoted multimodal travelling and improved travel comfort.


At the same time Matka.fi leads to increased ticket revenues for public transport operators and creates new workplaces.

Barriers It can be challenging to maintain Matka.fi in the long term, since a cooperation with all transport service and information providers is needed in order to offer real time, nationwide information and coherent ticketing. Long term financing can also become a challenge.

Impacts


Transport demand and modal split: Matka.fi improves the access to public transport services and through that creates an increased demand on public modes

Travel time: Matka.fi aims for smoother transfers and shorter waiting times, leading to shorter travel times


Accessibility: Improved access to public transport and to travel information

Safety: Reduced private road traffic leads to reduced road accidents


Climate change & air pollution: modal split from private to public modes reduces the emissions from transport sector

Other impacts Economic impacts: increased public transport users, increased ticket revenues and creation of new workplaces

Costs According to estimations the annual maintenance and development costs will pay themselves back with a ratio of 4. No information on the investment costs was available.


Additional information sources

VTT Working paper 86, “Impacts of Matka.fi journey planner service” (Matka.fi palvelun vaikutusten arviointi), Räsänen, Jukka, Järvi, Tuuli, Estlander, Katja, Eckhard, Jenni & Hiljanen, Harri. Available (in Finnish): http://www.vtt.fi/inf/pdf/workingpapers/2007/W86.pdf

Matka.fi service is available: www.matka.fi

Flyrail Description Status Implemented

http://www.vtt.fi/inf/pdf/workingpapers/2007/W86.pdf

http://www.matka.fi/



SJ and SAS have created Flyrail.se, a website where users can book their journeys within Sweden and through to Europe. Flyrail combines train, plane and bus travel from travelers local bus stop to all SAS' European destinations. Users can book travel by train, SAS planes and local transport companies in one and the same booking. The SJ and SAS joint travel "Get you there" guarantee means users can travel secure in the knowledge that they will reach their destination. If SJ or SAS is delayed and users then miss their connection, they will be booked onto the next departure free of charge.

Transferability This system could be transferred to other countries Success factors No evidence on specific success factors for FlyRail is available Barriers No evidence on specific success factors for FlyRail is available Impacts Macro mobility impacts

The calculation of different public transport mode options encourages the use of modal chains (intermodality).

The calculation of alternative public transport options, in particular also including air travel as an alternative to the rail options offered allows choosing the fastest option.(co-modality).


No evidence on other mobility impacts was available


No evidence on environmental impacts was available

Other impacts No evidence on other impacts was available Costs No evidence on costs was available Additional information Additional information sources

AIRail Description Status Implemented (small scale). At Frankfurt airport, only Lufthansa (LH)

uses this system Description of option

AIRail is an integrated ticketing system used by LH and Deutsche Bahn (DB). It connects the airport with Stuttgart Central Station (distance: ~150km, train travel time: 1:11h) and Cologne Central Station (distance: ~150km, train travel time: 0:56h) via high speed train (HSR). LH has a special seats reserved for AIRail passengers. Passengers have only one ticket for both rail and flight. They can check in online or at the central station. For AIRail passengers, there is a special baggage drop-off at the airport.

Transferability This system only works with aviation and HSR connections, as the HSR is a replacement for short-distance flights. Only highly frequented connections are profitable enough to operate. This system is not easily transferable as most airports worldwide are not connected to the HSR network. According to Mr Pfragner, Frankfurt airport was the best connected airport worldwide.

Success factors HSR is more reliable than short-distance flights. The special baggage drop-off at the airport gives additional comfort to the passengers. Checking in consumes less time. AIRail contributes to reducing CO2 emissions and is therefore a part of sustainability programs of the companies involved. The airport benefits from AIRail because it sets capacities free for more profitable long-distance flights. Furthermore, night flight restrictions are


avoided. Barriers Connecting an airport to the HSR network is very expensive

Major construction projects often face opposition by citizens Connecting the railway reservation system to the flight ticketing

system (Global Distribution system, GDS) consumes a lot of time and money; e.g. the ICT necessary is very complex

This opens the railway reservation system to other companies, which is often not wanted by railway companies

The trains gets an own flight number. Flight numbers cannot unlimitedly be produced by the IATA

It is difficult to expand the cooperation between DB and aviation companies in the short term due to a lack of train capacities


LH abandoned all flights between Frankfurt and Cologne and reduced flights to Stuttgart by 50% (target: 100%) and relies on AIRail on these lines. It is a modal shift from air to rail, but transport demand has maybe even increased with the introduction of AIRail. Between 11pm and 5am there is a no flight restriction for the airport. This does not apply to train connections, which can arrive at e.g. 4.45am. Furthermore, it has set capacities free for bigger long-distance flights. As a result of the high reliability of the HSR, quicker check-in and baggage drop-off, travel time is reduced.


Train departures are more reliable than flight departures.


The shift from short-distance flight to HSR cuts down on CO2 and NOx

emissions Noise exposure is reduced Concrete figures on CO2 saved were not provided

Other impacts No evidence was found on other impacts. Costs There are high costs associated with implementing AIRail. Because

AIRail is only supported, but not operated by Fraport, concrete figures could not be provided. The profitability of night trains to circumvent night flight restrictions is monitored monthly and they could easily be abandoned if unprofitable.

Additional information A few years ago, passengers could check their baggage in at the train stations Cologne and Stuttgart. This led to much longer stop times (ICE trains do not have a separate luggage compartment) and was therefore abolished. In Switzerland, passengers can check in their baggage for a small fee (20CHF) at approx. 50 train stations and it is transported to Geneva or Zurich airport. This cuts down on check-in times at the airports. It also increases the passengers comfort, as they do not have to carry their baggage all the time. Additional information sources A study on the impacts of intermodality between rail traffic / aviation in Germany: „Verkehrliche Wirkung der Verknüpfung Schienenverkehr/Luftverkehr (Intermodalität) in Deutschland“, März 2007, on behalf of „Initiative Luftverkehr für Deutschland“ (ILfD)

SBB Online Fahrplan Description Status Implemented Description of option

SBB Online Fahrplan is a multi-modal travel planner for Switzerland. It covers rail, ferry, local public transport, car and walking. It also covers rail travel to large and medium-size rail stations in Europe, but does not


recognise small stations, and has problems identifying connections that do not at least start or end in Switzerland. Within Switzerland it operates fully from door-to-door. It also allows on-line ticket purchase for rail tickets and what makes it stand out from other travel planners is that it also provides the option to purchase a “City-Zuschlag”, a city surcharge on either or both ends of the train journey which covers a 1-day travel pass for unlimited travel on the municipal transport services network of the city in question.

Transferability This system could be transferred to other countries Success factors No evidence on specific success factors for SBB Online Fahrplan is

available Barriers No evidence on specific success factors for SBB Online Fahrplan is

available Impacts Macro mobility impacts

The calculation of intermodal trips, in particular in conjunction with the City-Zuschlag, encourages the use of local public transport in connection with the train journey. (intermodality).

The calculation of alternative public transport options, in particular also including air travel as an alternative to the rail options offered allows choosing the fastest option.(co-modality).






SkyCash Ticket Description Status Implemented Description of option

The system was launched in early September 2010 in Wroclaw (Poland). A ticket bought by a mobile phone is an additional form of sales especially for outside long-distance travellers. To buy a ticket, one must first download the application SkyCash. It is a virtual account from which the person can buy not only tickets for MPK Wroclaw, but also can pay for services and purchases at other locations in the country. A PIN number secures the purchase. There is a choice between time tickets for 72 hours and single tickets, reduced and normal for the same price as traditional tickets. The ticket is validated at the time of purchase. The controllers are equipped with laser readers, which will check the validity of tickets purchased by mobile phone.

Transferability This system could be transferred to other countries Success factors No evidence on specific success factors for SkyCash Ticket is available Barriers No evidence on specific success factors for SkyCash Ticket is available Impacts Macro mobility impacts

The simple ticket purchase with a mobile phone encourages in particular visitors to use public transport also on their arrival in Wroclaw.

No additional evidence on mobility impacts is available.







Handy Ticket system Description Status Implemented (German) Description of option

The Handy Ticket system is a VDV (Association of German Transport Undertakings) core application compliant mobile ticketing system. It is available in 18 transport networks in German. To access the service, passengers must register and download and install a Java application on the mobile phone. Then pasengers can purchase tickets paying by credit card, direct debit or a prepaid account. The ticket is sent via SMS to the mobile phone.

Transferability This option could be transferred to other cities/countries, where a standardisation and integration of information of different public transport operators is possible. The effectiveness/cost of this option concerns the availability and quality of information of the public transport operators in case it is transferred.

Success factors The Handy Ticket system facilitates the purchase of ticket, especially from different operators. It also keeps the passengers informed about the fares and its change.

Barriers The installation of the Java application on the cell phone might cause problem. Furthermore, the customer survey showed that most customers use collective transport services only on an irregular basis and are keen on mobile and Internet technology.


This option facilitate the ticket purchase, thus it would potentially contribute to the increase in the modal split of public transport.




The increase in modal split of public transport results in a reduction of CO2 emissions.


Costs Information on the costs of this option was not available. Additional information Additional information sources Participant PT Operators: Aachen (AVV) http://www.avv.de Augsburg (AVV) http://www.avv-augsburg.de Bielefeld (moBiel) http://www.mobiel.de Chemnitz (VMS) http://www.vms.de Dresden (VVO) http://www.vvo-handyticket.de Freiburg (Breisgau) (RVF) http://www.rvf.de Hamburg (HVV) http://www.hvv.de


Hegau-Bodensee (VHB) http://www.vhb-info.de Mittelthüringen (VMT) http://www.vmt-handyticket.de Münster (VGM) http://www.vgm-vrl.de Nürnberg (VGN) http://www.vgn.de Oberlausitz-Niederschlesien (ZVON) http://www.zvonhandyticket.de Pforzheim (VPE) http://www.vpe.de Rhein-Ruhr (VRR) http://www.vrr.de Rhein-Sieg (VRS) http://www.vrsinfo.de Stuttgart (VVS) http://www.vvs.de Südbaden (fanta5) http://www.fanta5.com Ulm (DING) http://www.ding-dashandyticket.de Vogtland (VVV) http://vogtlandauskunft.de

Mobib pass Description Status Implemented Description of option In the Brussels region, one card can be used to access public transport

supported by Mobib and hire bikes from Villo. Additionally, the card could be used to use the national rail network. Expansion towards the entire Belgium public transport system (train, all public bus companies, etc.) is planned by 2014.

Transferability This option could be transferred to other cities/countries. Success factors No evidence on specific success factors is available. Barriers Security of the pass is a problem (the card have been hacked). Macro mobility impacts

The Mobib pass provide travellers time savings, since they don’t need to buy a ticket for every trip.

No additional evidence is available on the mobility impacts of the Mobib pass


No evidence on other mobility impacts was found


No evidence on environmental impacts was found

Other impacts No evidence on other impacts was found Costs No evidence on costs was found Additional information

Data sources used

http://www.mivb.be/mobib.html?l=nl http://nl.villo.be/

Navigo Description Status Implemented Description of option

The Navigo pass is a contactless smart card that could be used to access public transport in the Ile-de-France region (region around Paris). The pass can be used to access local public transport, regional trains and the Vélib’ bike rental scheme. Contact-less applications include: 1) Ticketing: various transport contracts can be implemented within the card’s chip (season tickets, specific tickets etc.), 2) Payment: an integrated electronic purse can be integrated in the chip, 3) Services: various areas can be loaded on the card enabling service providers to set up loyalty

http://www.mivb.be/mobib.html?l=nl

http://nl.villo.be/


schemes. Transferability This product could be transferred to other cities/countries. Success factors Open-ended system, which allows transport providers to develop

their own products/services. Barriers Organisational interoperability: co-operation between 80 operating

companies is crucial and challenging. All key players need to be involved in a Management Authority to ensure the success of the scheme.

Ensuring customer and transport operator acceptance is key. Legal framework needs to be well defined. Revenue sharing Loss of identity for individual companies with unified ticket product.


An increase of public transport use of 12% has been realized since the introduction of the scheme in 2001.

A 11% increase in bus and rail services has been seen in the same period.


No evidence on other mobility impacts was found.


No evidence on environmental impacts was found.

Other impacts No evidence on other impacts was found. Costs The Navigo smart card is expected to result in lower maintenance

costs and reductions in lost revenues due to fraud. No specific cost figures were found.

No information on investment costs was found. Additional information

Data sources used

Booz & Co (2009), The benefits of simplified and integrated ticketing in public transport Forum for the Future (2009), The sustainability business case for a South West smart card ITS Handbook (2004), Electronic ticketing for public transportation in the Paris region

Pass Rochelais Description Status Implemented Description of option

Smart card in the Urban Community of La Rochelle for specific travellers groups. In 2005 the Pass Rochelais was introduced for tourists. This pass combines unlimited public transport use with discounted prices for museums and the main attractions in the city. In 2006 a smart card for ca. 4,000 schoolchildren was introduced.

Transferability The scheme could be transferred to other regions/countries. Success factors Strong partnership between transport providers and the main

tourist and cultural sites. Attractive prices for all users. Provision of information in multiple languages.

Barriers No evidence on (specific) barriers for this scheme was found. Macro mobility impacts

The number of passengers using public transport increased (no specific figures were available).

No evidence on other macro mobility impacts was found. Other mobility The number of visitors to the main tourist sites increased, indicated


impacts an improved accessibility. Environmental impacts


Other impacts Satisfaction of public transport users increased. Costs No empirical evidence on costs was found.

However, it was mentioned that the management of subscriptions was made more efficient for both transport operators and users.


Data sources used

Civitas (2009), Further integration of the ticketing system, La Rochelle/France, Civitas Success

Pastel Description Status Implemented Description of option

This smart card was introduced in 2007 in Toulouse. The card provides access to local busses, metros and one railway line. The contactless Pastel card is personalised and only the subscriber is allowed to use it, the travel price is similar to the price with classical ticket. A specific type of this smart card are the annual Activeo smart cards for employees whose company have developed a commuter mobility plan. The introduction of the smart cards contributed to creating a modern image for public transport.

Transferability The option could be transferred to other cities/countries. Success factors The success of the Activeo card depends on:

The location of the company Awareness raising at the company levels Level of co-financing by the employer.

Barriers The numerous partners have complicated the measure development. Political sensitivity to financial issues and political changes have

modified the initial objectives. The extension of the park and ride offer has introduced technical

difficulties to integrate their access control in the new card. Delays of public transport operators in renewing their ticketing

systems. Macro mobility impacts

The number of public transport users had increased but the rise in the number of people travelling on public transport for free (unemployed people, schoolchildren, elderly people) limited the income of public transport operators.

The Activeo trial was successful and contributed to achieving a modal shift form the private car to public transport or combined car and public transport journeys.





Other impacts No evidence on other impacts was found. Costs No evidence on costs was found. Additional information


Data sources used

Civitas (2009), Introducing integrated tariffs for public transport, Toulouse/France, CIVITAS Mobilis

Civitas (2009), CIVITAS MOBILIS - Final Evaluation Report

Pastel Description Status Implemented Description of option

This smart card was introduced in 2007 in Toulouse. The card provides access to local busses, metros and one railway line. The contactless Pastel card is personalised and only the subscriber is allowed to use it, the travel price is similar to the price with classical ticket. A specific type of this smart card are the annual Activeo smart cards for employees whose company have developed a commuter mobility plan. The introduction of the smart cards contributed to creating a modern image for public transport.

Transferability The option could be transferred to other cities/countries. Success factors The success of the Activeo card depends on:

The location of the company Awareness raising at the company levels Level of co-financing by the employer.

Barriers The numerous partners have complicated the measure development. Political sensitivity to financial issues and political changes have

modified the initial objectives. The extension of the park and ride offer has introduced technical

difficulties to integrate their access control in the new card. Delays of public transport operators in renewing their ticketing

systems. Macro mobility impacts

The number of public transport users had increased but the rise in the number of people travelling on public transport for free (unemployed people, schoolchildren, elderly people) limited the income of public transport operators.

The Activeo trial was successful and contributed to achieving a modal shift form the private car to public transport or combined car and public transport journeys.





Other impacts No evidence on other impacts was found. Costs No evidence on costs was found. Additional information

Data sources used

Civitas (2009), Introducing integrated tariffs for public transport, Toulouse/France, CIVITAS Mobilis

Civitas (2009), CIVITAS MOBILIS - Final Evaluation Report

OV chipkaart


Description Status Implemented Description of option

Nationwide smart card system for public transport (including OV-fiets). The cards are either personalised or anonymous. The card could be used for seasonal tickets as well as for single trips. The interoperability is achieved through a 3 part set of definitions: 1) technical specification, 2) rules and regulations, and 3) registrar documentation containing the global parameters.

Transferability The scheme could be transferred to other countries, but requires close cooperation between the various agents involved.

Success factors Successful implementation of such a scheme requires: Central body willing to own and drive the specification and oversee

the implementation of the ticketing solutions. The specification needs to focus on the desired ticketing products

and the enablement of efficient customer payments and fare collection not just re-producing the existing paper system.

It is not advisable to allow the supplier of the system to overly influence the specification .

It is necessary to have strong operator support and adoption for the system

Placing integration risks on the operators should be minimised An open specification that is freely available is preferable The procurement and implementation can take a long time – over 5

years. It is necessary to keep all stakeholders on board over this period.

Barriers

High investment costs Security of the card. In the Netherlands the OV chipkaart has been

hacked several times. Large number of stakeholders involved. Technological complex system.


Net increase of number of passengers of 1% (ca. 200 million passenger kilometres).

Travel times could be reduced – on average - by ca. 12 seconds per journey, or 2.4 million hours per year.


A slight decrease in congestion levels is expected.


Reduction of CO2 emissions of 0.7%.

Other impacts Reduction of security incidents from unwanted people on the network making others feel unsafe. The OV chipkaart operator expects a reduction of 15%; however, others argue that this has nothing to do with the card itself since it is a result of more closed stations.

Reducing cash handling, resulting in lower costs for operators and increased social safety for travellers.

Improving the data availability on transport usage, providing transport operators to optimise lines, routes and frequencies. A potential side-effect in the future could be the provision of better information to passengers.

Costs

Investment costs are high (ca. € 2 to 2.5 billion Net Present Value). These costs are probably a conservative estimation.

Since the smart card scheme have to be combined with a paper ticket scheme for the first years, operational costs for transport operators


increase. An cost increase of € 50 million a year is expected. It should be mentioned that this is a conservative estimation and additional operational costs will probably be higher.

On the longer term tariff differentiation and efficiency improvements may result in a 1.5% reduction of operational costs. However, due to increased passenger volumes operational cost may increase 0.6%. Therefore, the net impact on long term operational costs is expected to be 0.9%.

Reduction in ticket fraud reduction by ca. 1%.. Additional information

Data sources used

Hybercube and SEO (2003), De maatschappelijke kosten en baten van de invoering van de OV chipkaart

Hybercube (2006), Financiele consequenties van de gewijzigde status van de invoering van de OV chipkaart

PWC (2011), Smart & integrated ticketing report for Scotland

Mobility card Description Status Implemented Description of option

In the Netherlands, the private company Mobility Mixx offers employers the opportunity to provide their employees with a mobility card. These cards provide employees accessibility to public transport, taxis, shared car services, teleworking centres, etc.. The card could be used for commuting and business trips.

Transferability The scheme could be transferred to other countries, but requires close cooperation between the various agents involved.

Success factors No specific success factors for the Mobility Card were found. Barriers

Acceptance by both employers and employees. Car-dependency of employees


In CE Delft (2010) a scenario analysis is carried out, showing the impact of a nation-wide implementation of Mobility Mixx in the Netherlands. This analysis shows: A significant modal shift from the car to public transport and the

bike. As a consequence the use of the car in commuting and business travel could maximally decrease by 20%.

Total transport demand will increase slightly (ca. 1%), particularly due to the fact that people have to travel extra kilometres to reach public transport stations.


No evidence on other mobility impacts is available.


Due to a shift from the car to public transport and the bike a reduction of emissions is expected. At a maximum, a reduction of the CO2 emissions associated to commuting and business trips of 8% could be realised.

Other impacts Less parking places are needed at business locations. Costs

Cost of business and commuting travel for the employer will slightly decrease, mainly because the administration costs of business and commuting travel will be significantly lower (these tasks are taken over by Mobility Mixx).



Data sources used

CE Delft (2010), Effecten van Mobility Mixx voor de BV Nederland

T:Card – multimodal smart card in Trondheim Description Status Implemented Description of option

In 2008 the city of Trondheim implemented electronic smart cards (the t:card) for it public transportation system. It is a region-wide scheme in which customers can use one smart card based on one contract for buses, trams, and regional coaches operated by 10 public transportation operators in Trondheim and the 2 counties surrounding the city. Customers still can pay with cash, but soon after implementation, smart card use accounted for approximately 70 percent of all payments; after more than three years of operation, approximately 90 percent of all trips currently are paid for using the t:card.

Transferability

The t:card could be quite easily transferred to other cities/countries.

Success factors Offering travellers discounts for using the t:card (instead of the regular paper tickets) have speed up the take up of this smart card (after just one year about 70% of the payments were made by smart cards.

Barriers No information on barriers is available. Macro mobility impacts

The average time savings per t:card transaction is estimated by Welde (2012) at 6.8 seconds due to less time spend on boarding and paying (provided that payment is done when boarding). Although this may be a small an potentially negligible time saving for the individual, it is important to note that the individual passenger will save time at every stop and for every passenger who would have paid by cash. Over the course of an average bus or tram journey, this could constitute a significant time saving for both the passengers and the operator(s). However, no figures on total travel time savings are presented by Welde (2012).

Due to time savings and an increase in ease of accessibility the attractiveness of public transport may increase, resulting in a shift from the car to public transport. However, no evidence on this impact is shown for the T:card.

As mentioned by Welde (2012) the reduction in average travel times may generate additional transport demand. Although, he don’t present figures for the T:card, Welde show that by applying a travel time elasticity of -0.38 to -0.69 a 10% reduction in travel time along a bus route could potentially generate passenger growth on the order of 3-7 percent.


The T:card may increase bus route reliability and reduce delays for passengers. Due to time savings at boarding the bus/tram, scheduling the routes will become more easy and reliable.


Smart cards will probably also result in reduced (local) emissions. No quantitative figures are available.

Other impacts Another benefit for passengers and operators is a reduced need for cash. Today, people are increasingly carrying no cash at all, and the


percentage of transactions made by credit and debit cards is increasing annually.

Smart card systems also provide local authorities with better public transportation statistics.

Operators may benefit from additional information on customer trips, paying the way for loyalty schemes and better understanding of customers needs and journey patterns.

Costs

The investment costs are estimated by Welde (2012) at $ 2,400,000. Additionally, $ 1,400,000 of reinvestment costs every three years are estimated.

Welde (2012) estimates the operational costs at $ 900,000 a year and the maintenance costs at $ 200,000. It is mentioned that these costs estimates are probably an overestimation of the operational costs on the long run, since these costs will probably decline over time due to learning effects.


Data sources used Welde, M. (2012), Are Smart Card Ticketing Systems Profitable? Evidence from the City of Trondheim, Journal of Public Transportation 15, No. 1

Coimbra con Vida Description Status Implemented, but further developments are planned. Description of option

This smart card was introduced in 2012 in Coimbra (Portugal) after a successful trial in 2011. The scheme have integrated bus fares and Coimbra’s Park and Ride services. In the future, other mobility services could be integrated such as car-sharing, bicylce sharing system, national rail services and other regional public transport operators. Currently, contacts with the surrounding municipalities and public transport operators are established for the creation of and inter-municipal pass. The Coimbra con Vida card can be reloaded at ATM machines. Also, an on-line pass payment system is under development in which passengers can pay their fair on the internet and subsequently load them on the on-board validator (or at home if the user have a load module for this effect). The development of a system to support the NFC technology (use of the mobile phone like an smart card) is also foreseen.

Transferability The scheme could be transferred to other regions/countries. As mentioned above, extensions to neighbouring regions are already foreseen.

Success factors Trial period A municipal wide information campaign promoting the system and

explaining its use to all the citizens of Coimbra. Barriers No evidence on (specific) barriers for this scheme was found. Macro mobility impacts

It is expected that the smart card will result in a 2% increase of public transport passengers.

It is expected that the use of the multimodal bus-railway pass will increase by 100%.

It is expected that the use of Park and Ride will rise by 3%. It is expected that the commercial speed of public transport will


increase by 0.3 km/h. Other mobility impacts

No evidence on other mobility impacts was found. However, give the macro mobility impacts it may be expected that

the impacts on congestion and transport safety levels will be small or even negligible. However, there may be a (small) positive impact on accessibility and reliability of travel times.


No evidence on environmental impacts was found. However, given the macro mobility impacts it may be expected that

the impacts on emission levels will be small or even negligible. Other impacts No evidence on other impacts was found. Costs No evidence on costs was found. Additional information

Data sources used

Civitas (2009), New ticketing system, Coimbra/Portugal, Civitas Modern

SL Access Card Description Status Implemented Description of option

After a long period to testing the scheme, the SL Access card was introduced to the full public during 2009. The old ticket system was replaced and from 2010 the smart card system was fully operational in the Stockholm area. The smart card could be used to access local public transport. In the future, the scheme should be enlarged to all public transport in Sweden and moreover should also be able to use when using the bridge (Öresundsbron) between the southern parts of

Sweden and Själland, Denmark. The scheme consist of both Back office and Front Office products. The Back Office product among other things contain a clearing system to enable an unbounded travelling between boarders, provinces and counties. The Front Office consist of sales equipment as agent units, bus equipment, conductors’ equipment, card readers in automatic gates and equipment that does not exist in the current system, namely automatic ticket dispensers.

Transferability The scheme could be transferred to other regions/countries. Success factors Extensive testing periods. Barriers

Pilot projects show that insufficient information provision to employees may hamper the introduction of the smart card.

The introduction of the smart card scheme was delayed due to miscalculated time schedule for preparations before and carrying the procurement itself. It was also delayed due to internal problems at the Supplier of the cards who was not able to set up a proper project organisation.


An increase of public transport use. No figures are available. With the smart card scheme SL will be able to offer the passengers

loyalties and discounts as well as added value (e.g. using the card as means of payment for parking a car), which may increase people’s loyalty to public transport.



Environmental No evidence on environmental impacts was found.


impacts Other impacts No evidence on other impacts was found. Costs

No evidence on costs was found.


Data sources used

Civitas (2009), Introducing a smart card system and integrated ticketing, Stockholm/Sweden, Civitas Trendsetter

Oyster Card Description Status Implemented Description of option The Oyster card is a form of electronic ticketing used on public

transport based in Greater London in England. It is promoted by Transport for London and is valid on travel modes across London including London Underground, buses, the Docklands Light Railway (DLR), London Overground, trams, some river boat services and most National Rail services within the London fare zones

Transferability The technology is highly transferable. The UK Government has funded Transport for London to ensure the Oyster Card is compatible with the UK wide ITSO standard. Oyster-card has been gone through several phases of expansion to the Greater London area and into different transport modes. The Department for Transport now intends to develop electronic ticketing for the National Rail network.

Success factors Reduction in paper tickets sold (66% reduction between 2003 – 2009)

Reduction in queuing times at ticket offices (40% reduction) Reduction in boarding times (2-3 seconds per boarding reduction) High level of satisfaction (97-98% passengers rated it as

‘like’/’strong like’ Barriers No evidence of barriers Macro mobility impacts

The Centre for Cities (2008) identified a 33.3% growth in bus use in London since the introduction of the Oyster card in contrast to the declining bus use in across the UK’s other major cities. However there has been no evaluation of a causal link between the introduction of the Oyster and the rise in bus use. Whilst there is evidence that the Oyster card makes public transport more attractive, it is likely that it is the effect of Congestion charging over the same period is the greatest contribution to this trend.

Travel time is reduced by a reduction in queuing and boarding times


There is no evidence of improvements to safety. Oyster card reduces queuing and boarding times and therefore

reduces congestion for the passenger, however there is no evidence of a reduction in the congestion across transport modes.

Oyster card greatly improves accessibility by providing a single ticketing system across all public transport modes (Department for Transport, 2010.)

In terms of reliability evidence suggests evidence of technical flaws (BBC, 2005) and security risks (Wired, 2008)

Environmental Oyster card produces minor improvements in CO2 as less logistics


impacts are required to maintain paper ticketing platforms. Oyster card produces no benefit in terms of air or noise pollution

Other impacts Costs

Oyster card requires an initial investment, but has resulted in a long-term reduction in the proportion of staffed ticketing offices producing a return on investment.


Data sources used Department for Transport (2011) Reforming our Railways: Putting the Customer First Department for Transport (2010) Smart and Integrated Ticketing Strategy Centre for Cities (2008) On the Move: delivering integrated transport in Britain’s cities Transport for London (2007) Central London Congestion Charging : Impacts monitoring Fifth Annual Report, July 2007 Alexander Lew (24 June 2008). "Hackers Crack London Tube's Ticketing System". Wired. http://blog.wired.com/cars/2008/06/hackers-crack-l.html BBC News (2005/03/10) '£50,000 lost' in Oyster failure

West Midlands Smart Card Description Status Pilot stage complete, now in implementation stage Description of option A smart card with integrated funds running to an ITSO standard to be

used across on buses, trains and the Midland Metro. Transferability Similar to the London Oyster card but designed to work across the ITSO

standard Success factors No evidence of success factors. Barriers No evidence of barriers Macro mobility impacts

The scheme is intended to produce a modal shift and increase transport demand on public transport however, there is no evaluation evidence to demonstrate that this has occurred. A comparison can be made with London’s Oyster card, but the improved use of public transport cannot singularly be subscribed to this form of ticketing.

No evidence of reduced journey times, although it is highly likely that the scheme will result in less queuing and faster boarding times as occurred on London’s Oyster card.


There is no empirical evidence that the Smart card has had an impact on congestion or safety.

It is highly likely that the Smart card will improve the accessibility of public transport that supports a number of payment methods and can be used across a number of transport modes.

There is no empirical evidence that the Smart card will improve reliability.


There is no empirical evidence of any environmental impacts.

Other impacts Costs

The implementation costs of the Smart card scheme is £14m, however if it is successful it is likely to produce savings due to the reduced need for staffed ticketing offices.



Data sources used http://www.networkwestmidlands.co.uk/News/SignatureTrial.aspx http://www.birminghammail.net/news/birmingham-news/2010/01/20/smart card-a-step-closer-on-midlands-transport-97319-25637418/ http://www.birminghampost.net/news/west-midlands-transport-news/2010/11/05/smart card-launched-on-west-midlands-buses-65233-27610346/

Scottish Smart card Description Status Vision and Development Stage, available for concessionary travel. Description of option A single multi-modal smart card for Scottish public transport Transferability High Success factors No evidence available Barriers Card in early stage of development, evidence of barriers difficult to

ascertain. Macro mobility impacts

No evidence of modal shifts or increases in demand. It is likely that the scheme would produce similar improvements to the London Oyster card but this is difficult to ascertain at this stage.

No evidence of reduced journey times. Other mobility impacts

No evidence of improvements in CO2, Congestion or Reliability Likely to produce an improvement in the accessibility off public

transport, but this will depend on implementation. Environmental impacts

No evidence on environmental impacts

Other impacts Costs

No evidence of costs


Data sources used

http://www.transportscotland.gov.uk/files/documents/reports/j9651/j9651.pdf http://www.dailyrecord.co.uk/news/scottish-news/integrated-travel-smart card-to-be-trialled-in-scotland-1353894

Interoperable Fare Management Project- IFM Description Status Running Description of option

Development of multi-application Interoperable Fare Management : In an innovative international multi-application demonstration, tickets from three national transport ticketing applications – British ITSO, French NaviGO and German Core Application (VDV-KA) – were loaded onto a card, proving that a single smart card can be used for travel on local public transport networks in different countries. This is a major step forward in smart ticketing technology, as most smart cards are currently restricted for use on a specific network. Now being extended (outside FP6/7) as a multi-application Transport App for use with NFC-enabled Mobile Phones

Transferability

The solution is transferable to other countries. There is also strong interest in using the EU-IFM Specification and concept in Korea, HK, Singapore, Taiwan and elsewhere

http://www.networkwestmidlands.co.uk/News/SignatureTrial.aspx

http://www.birminghammail.net/news/birmingham-news/2010/01/20/smartcard-a-step-closer-on-midlands-transport-97319-25637418/

http://www.birminghammail.net/news/birmingham-news/2010/01/20/smartcard-a-step-closer-on-midlands-transport-97319-25637418/

http://www.birminghampost.net/news/west-midlands-transport-news/2010/11/05/smartcard-launched-on-west-midlands-buses-65233-27610346/

http://www.birminghampost.net/news/west-midlands-transport-news/2010/11/05/smartcard-launched-on-west-midlands-buses-65233-27610346/

http://www.transportscotland.gov.uk/files/documents/reports/j9651/j9651.pdf

http://www.dailyrecord.co.uk/news/scottish-news/integrated-travel-smartcard-to-be-trialled-in-scotland-1353894

http://www.dailyrecord.co.uk/news/scottish-news/integrated-travel-smartcard-to-be-trialled-in-scotland-1353894


Success factors

Payment is no longer a barrier to using Public Transport Procurement cost of equipment (cards, ticket machines, validators,

gates etc) reduced and choice increased. Speed of implementation of smart card schemes improved

Barriers

Alternative Proprietary Schemes that are not Open or compatible Legacy technologies used by existing schemes that are not compliant

with current ISO/CEN Specifications Impacts Macro mobility impacts

Increased social mobility Remove stigma of free or concessionary travel Cross border travel by local Public Transport enabled Increased ridership due to ease of use Lower cost of implementing and running smart card schemes Improved speed of retailing tickets and boarding times Access to on-line portal selling tickets to multiple schemes; one

card/phone able to hold multiple tickets to many different schemes Other mobility impacts

Common data sets and applications for transport smart cards across Europe

Common data sets used with Journey Planning and Real Time Information

Common card specification with Electric Vehicle Charging, Car and Bike hire


Encouraging modal switching Transport smart card can act as “Carbon Credit” loyalty scheme

when used for Park & Ride, or using Public Transport Other impacts

Encourages modal switching to reduce congestion Smart card common with other transport uses (car and bike hire),

parking, congestion charging Encourages use of Public Transport when used as City Card for

tourists including museum entry etc Costs

Not yet developed, but likely in range EUR5-25m for standards work, development of Internet Portal and interoperability aspects


New ISO standard (ISO 24014-3) in final preparation resulting from deliverables in EU-FM Project

New standards work items about to start in CEN and with GSMA for using Transport Applications on NFC-enabled Mobile Phones

Data sources used

Touch&Travel (mobile ticketing) Description Status First test phase with selected users started in 2008. So far, Touch&Travel

is still a pilot project, although it is no longer restricted to test users (since November 2011). Extensions to other cities / regions are planned, but not specified yet.


Touch&Travel, operated by „Deutsche Bahn“ and several regional transport providers, is a smart-phone based mobile ticketing application for public transport users aged 18 and older with a mobile telephony contract for Telekom, Vodafone D2 or Telefónica Germany (O2). Initial


download of the application and registration to the system are required. Immediately prior to a trip the Touch&Travel App must be activated. Depending on the operating system in use (currently iOS 4, Android, Symbian), four ways of login / logout are available: location determination via geographic coordinates, QR code scan, entry of the station’s touch point number or using near field communication (NFC) at the touch point. Accordingly, the final destination can be adjusted during the journey. Immediately after logout the amount due will be displayed. Multiple single tickets will automatically be aggregated to a daily ticket, if more favourable. Only regular fares (with / without German Rail Pass) will apply, but no other discounts can be used. A detailed trip overview will be provided with each settlement at the end of the month. Payments will be made based on direct debit authorisation. The service can be personalised via “Mein Touch&Travel”, a password-protected website restricted to registered customers.

Transferability It is very likely that the ICT option could be successfully transferred to other cities and countries. “Complex structure guarantees transferability to Germany as a whole” (Gemeinder, 2008)

Success factors No evidence on success factors was found. Barriers No evidence on barriers was found Macro mobility impacts

No empirical evidence on “macro mobility impacts” is available. No change in transport demand is to be expected. Touch&Travel does not facilitate a modal shift Travel time is expected to be a little lower, because Touch&Travel

saves time when using different modes (one “ticket” for train and local public transport)



expected not to change. Congestion levels are not expected to change Accessibility: Accessibility is expected to increase a little. Reliability: Touch&Travel is not expected to influence the reliability of

travel times. Environmental impacts

No empirical evidence on “environmental impacts” is available. CO2, PM and NOx emissions are not expected to change. The number of people seriously affected by transport noise is not

expected to change. Other impacts No evidence on other impacts was found. Costs No information on costs was found.

Using NFC (smart card technology) requires mature technology and has high initial infrastructure costs. GSM/UMTS uses the existing technology and has low initial costs. Investment costs are therefore expected to be moderate. O&M costs are expected to be low.

Additional information Germany (only long-distance trains) and currently the cities of Berlin, Potsdam, and Frankfurt/Main (only inner-city public transport network) Data sources used

S. Wirtz (2010). Passenger Information Systems in Media Networks: Patterns, Preferences, Prototypes


http://ieeexplore.ieee.org/xpls/abs_all.jsp?arnumber=5529825&tag=1 S. Spitz (2008):

http://www.nfc-

research.at/fileadmin/congress/2008/slides/08_gd_stefan_spitz_nfc_congress_2008_hagenb

erg.pdf

Y. Miyashita (2011): http://www.icr.co.jp/docs/NFC_and_Mobile_Payment_Market_Overview.pdf

M. Gemeinder (2008): http://www.nfc-forum.org/resources/presentations/Marcus_Gemeinder_Die_Bahn.pdf

Integrated Transport Mobility in Trentino - Province of Trento Description Contact person Dr. Alessandra Raffone, [email protected] Country Italy Modes involved Bus Public Transport, Railways Transport Status Implemented Description of option

MITT is an ICT system that exploits on-board contactless ticketing devices and GPS vehicle monitoring system to carry out an integrated multi-modal fare system that includes different fare structures, such as single tickets and distance-based fares.

Users can access to buses, rail and interchange parks by using the same contactless smart card. The system computes the actual distance travelled by each user and allows also for distributing revenues among different transit operators. In addition to contactless smart cards, tests are ongoing on Near Field Communication (NFC) technology, which allows users using their mobile phone smart cards (SIM) as electronic wallet.

Transferability Problems in transferring this solution in other countries/cities depend on the specific political and social local characteristics. There must be cooperation between transport actors, political support and citizens’ participation).

Success factors Actual swiping of the smart card each time the passenger get on board and get off in order to record the correct distance travelled.

Barriers Transport operators’ unwillingness to cooperate. Impacts Macro mobility impacts

This system has impacts on modal split encouraging co-modality based on PT vehicles.


This system makes public transport more attractive and increases its patronage resulting in a reduction of traffic congestion (less circulating cars).


The use of PT transport instead of private cars contributes to reduce energy consumption and air pollution, as well as noise and CO2 levels.


Costs Information on the costs of this option was not available. Additional information Additional information sources Relevant websites: http://www.trasporti.provincia.tn.it/

http://ieeexplore.ieee.org/xpls/abs_all.jsp?arnumber=5529825&tag=1

http://www.nfc-research.at/fileadmin/congress/2008/slides/08_gd_stefan_spitz_nfc_congress_2008_hagenberg.pdf



http://www.icr.co.jp/docs/NFC_and_Mobile_Payment_Market_Overview.pdf

http://www.nfc-forum.org/resources/presentations/Marcus_Gemeinder_Die_Bahn.pdf

http://www.trasporti.provincia.tn.it/


Relevant literature: Politecnico di Milano (2009). 4° Rapporto Mobile & Wireless Business - Mobile & Wireless Business: casi reali, valore tangibile. November 2009.

City bike Description Status Implemented Description of option

Public bicylce sharing scheme in Vienna, introduced in 2005. At 61 bike stations across Vienna bikes can be rented and they can be returned at any station, independent of where the trip has started. To use City bike services, one-time registration is required – via the Internet or directly on the City bike terminal. Following the registration, bikes can be hired by use of a bank or credit card.

Transferability The scheme could be transferred to other cities/countries. Success factors Bikes do not have to be returned to the same place where they were

picked up. Consequently, the scheme provides users a lot of flexibility. Barriers Bikes have to be redistributed at regular intervals (requiring back

office organisation) Impacts Macro mobility impacts

The number of users show an increasing trend: from 200,000 in 2005 to 340,000 in 2007 and 400,000 in 2009.

The modal share of bikes have increased between 2001 and 2006 from 3% to 4%. However, next to the introduction of City bike also other measures to stimulate bike use have been implemented (e.g. improvement of cycling infrastructure).


No empirical evidence on other mobility impacts was found.


No empirical evidence on environmental impacts was found.

Other impacts No empirical evidence on other impacts was found. Costs No empirical evidence on costs was found. Additional information

Data sources used

Antoniades, P. (2009), European best practices in bicylce sharing systems, Intelligent Energy

Europe

Rusch, S. (2009), Planning strategies in Vienna/Austria to raise the rate of bike traffic, 45th

ISOCARP Congress

Winkler, A. (2010), The future Vienna – sustainable mobility in European cities

Vélib’ Description Status Implemented Description of option

Vélib’ is the public bicylce sharing scheme in Paris, launched in 2007. The scheme consist of ca. 20,000 bicycles and 1,450 stations, roughly one station every 300 meters throughout the city centry, making Vélib’ the largest system of its kind in the world. Each Vélib’ station is equipped with an automatic rental terminal and stands for dozens of bicycles. In order to use the system, users need to take out a subscription (for one day, a week or a year), which allows the subscriber an unlimited number of rentals.


With a subscription bike rental is free for the first half hour of every individual trip. A trip that lasts longer than 30 minutes incurs a charge of €1 to €4 for each subsequent 30-minute period. The increasing price scale is intended to keep the bikes in circulation. A credit card or Maestro debit card with PIN is required to sign up for the programme and to rent the bikes.

Transferability This scheme could be transferred to other cities. Success factors No specific success factors with respect to Vélib’ were identified. Barriers No specific barriers with respect to Vélib’ were identified. Impacts Macro mobility impacts

Share of bike in modal split increased from about 1% in 2001 to 2.5% in 2007 (the year Vélib’) was launched. However, this increase is partly realised by improvements in cycle facilities. Therefore, the impact of Vélib’ on the modal split is (little) smaller than the figures presented above.

Public bike trips replace mainly trips by public transport (65%) and by foot (20%). Only 8% of the trips by Vélib’ replace car trips. Finally, 5% of the trips replace taxi trips.

In 2008, 28% of the users indicate that they were less likely to use their personal vehicle. In 2009, this increased to 46%.

In 2008, 21% of the users used Vélib’ to reach the subway, train or bus and 25% used the bikes on the return trip from other transit modes. In 2009, these percentages were increased to ca. 28%.






The capital costs are about € 70 million, which is ca. €3400 per bicycle.

Total operational costs are about € 27 million (ca. €1700 per bicycle)


Data sources used


Europe

DeMaio, P. (2009), Bike-sharing: History, impacts, models of provision, and future, Journal of

Public Transportation 12, no. 4

United nations (2011), Bicycle-sharing schemes: enhancing sustainable mobility in urban

areas, New York

Velo’v Description Status Implemented Description of option

Velo’v was introduced in Lyon in 2005. It consist of 3000 bikes that can be rented all the year round. The ‘Vélo’v’ bike works with season tickets. Users have two card choices - long duration (1 year) or short duration (7 days). After this period users must pay extra when they want to use bikes. Use for 30 minutes is free of charge.


One of the advantages of the Lyon system is that with bus, train or other public transport cards, you can benefit from discounted bicycle rental rates.

Transferability This system could be transferred to other cities/countries. Success factors Integrated tickets with public transport Barriers No evidence on (specific) barriers for Velo’v was found. Impacts Macro mobility impacts

Share of bike in modal split increased from 1.7% to 3% (in first two years after introduction of the scheme).

94% of Velo’v users never used bicycle in city centre before Velo’v trips replace: public transport (50%), walking (37%), private

car (7-10%), private bicycle (4%), otherwise trip not made (2%) Other mobility impacts

Number of traffic accidents increased by 6%.


No empirical evidence on the environmental effects of Velo’v was found.


The capital costs are estimated at € 3500 per bicycle. Total operating costs are equal to €1.2 million per year (ca. €1150

per bike). Additional information

Data sources used


Europe

Buis, J. (2008), The success story of public bicycle schemes – Forerunners for new urban

mobility?, presentation at the Metropolis NMT training course, Sydney, 2008

United Nations (2011), Bicycle-sharing schemes: enhancing sustainable mobility in urban

areas, New York

Call a bike Description Status Implemented Description of option

The German ‘Call-a-Bike’ scheme, run by transport provider Deutsche Bahn (DB), is in use across six cities: Berlin, Frankfurt, Cologne, Munich, Stuttgart and Karlsruhe. The programme applies a mid-tech, mobile technology dependent solution, to secure and release the bikes, designed so users can easily pick them up and drop them off in many locations, normally without specific parking stations. The DB bikes are typically left parked near road junctions or intersections throughout the city, or at specific rental points in the case of Stuttgart. Once registered, users can ring the phone number printed on the side of any bike and read out the unique number printed on the digital box (to identify which bike it is). They are then given a pin code to type in which releases the in-built lock. The user’s account is then timed and debited for as long as the bike is used. When cyclists want to drop the bike off they can park the bike at any major junction (or rental point for Stuttgart) and ring again to be given a new number to tap in and inform the location of the bike, which terminates the use for that journey.

Transferability This system could be transferred to other cities/countries. Success factors Discounts if you have a ‘BahnCard’ (German railcard)


Relatively cheap compared to other European schemes Easy to return bikes, owing to flexibility of parking policy.

Barriers Without specific rental locations in most cities it can be difficult to locate bikes.

Theft has reportedly been a problem Visual explanation on the scheme for foreign visitors, without a good

level of German, is limited. Early versions of the scheme were shown by several websites to be

‘hackable’, enabling the unmonitored and free release of bikes, although it is believed this has now been addressed via the programming of the DB Bikes' electronic system


No empirical evidence on (macro) mobility impacts is available.


No empirical evidence on other mobility impacts is available.


No empirical evidence on environmental impacts is available.

Other impacts No empirical evidence on other impacts is available. Costs

No empirical evidence on costs is available.


Data sources used


Europe

Dublin Bikes Description Status Implemented Description of option

The Dublin bikes scheme opened in 2009. It currently has 550 bicycles at 44 stations, a radius of ca. 300 metres in the central areas. The scheme is modelled on the Parisian Vélib’ scheme and like its counterpart is operated as a public private partnership. It is operated and maintained almost entirely by advertising company JC Decaux (in exchange for the sue of 72 advertising spaces in the Dublin City Council).

Transferability This scheme could be transferred to other cities/countries. Success factors No evidence on (specific) success factors for Dublin Bikes is found. Barriers No evidence on (specific) barriers for Dublin Bikes is found. Impacts Macro mobility impacts

About 68% of the users of Dublin Bikes has not cycled before using the Dublin bikes scheme.

About 45% of the users use the scheme as a substitute for walking. A further 34% use the scheme as a substitute for public transportation modes, while only 19% use it as a substitute for the car. However, according to Murphy and Usher (2011), it is likely that if the scheme is expanded beyond the central area there could be a greater modal shift from the car to the bicycle given the greater propensity for the car to dominate modal choice beyond the central area and the likelihood of modal shift form this mode would be greater.

About 39% of the users use the public bikes in conjunction with another mode to complete their trip. The bikes are mainly used in conjunction with rail transport (56%) and busses (35%), while car


(6%) and other modes (3%) are not often combined with the use of public bikes.

The Dublin bikes are mainly used for commuting trips (about 86% in peak periods and 29% in off-peak periods). In off-peak periods the bikes are also often used for leisure (46%) and shopping (11%) purposes.


No evidence on other mobility impacts was found. Given the macro mobility impacts it may be expected that the impacts

on congestion levels are small or even negligible. Environmental impacts

No empirical evidence on environmental impacts was found. Given the macro mobility impacts it may be expected that this option

may result in (small) reduction of both air pollutant and GHG emissions.

Other impacts No evidence on other impacts was found. Costs No empirical evidence on costs was found. Additional information

Data sources used Murphy, E., Usher, J. (2011), An analysis of the role of bicycle-sharing in a European city: the case of Dublin, Ireland, Proceedings of the ITRN2011, University College Cork

BikeOne Description Status Implemented Description of option

Bicylce sharing scheme in Krakow, introduced in 2009. The system consists of: 100 specific bicycles, 12 self service bicyclestands with places for bicycles, software to monitor the running system. All the elements are of the municipal property but the system is operated by a consortium of Polish private companies that had won the tender (until Nov. 2011). The system is integrated with PT interchanges.

Transferability The scheme could be transferred to other cities/countries Success factors No evidence on specific success factors with respect to BikeOne was found Barriers Weather conditions (service isn’t offered in winter months). Impacts Macro mobility impacts

No empirical evidence on (macro) mobility impacts is available.





Other impacts No empirical evidence on other impacts is available. Costs Costs are approximately € 110.000 (without VAT). Additional information

Data sources used

BikeOne (2009), BikeOne, http://www.cyklostrategie.cz/file/bike2009-2-8-bikeone-poland

Civitas (2009), City-to-city exchange: BikeOne Krakow – Bicycle rental system in Krakow

Sevici bike rental Description Status Implemented

http://www.cyklostrategie.cz/file/bike2009-2-8-bikeone-poland



There are 2500 bicycles available from 250 Parking Stations spread out across the whole city every 300 meters approximately. In every Parking Station there is an interactive point that will let you purchase a subscription, select a bike, etc, and several Bike Posts that lock and unlock the bikes. The System lets you take a bike in any Parking Station of the city and return it in any other one. This system is devised to work continuously 24 hours a day, 7 days a week.


Economic Always available

Barriers Impacts Macro mobility impacts

Good modal shift from car users


Help to introduce a "bike culture" in the city of Sevilla fostering bike use a lot


Bike use allows reducing 36610 driven kilometres each day (average working day without rain). Estimated savings: 448 TEP/year and 1178 ton_eq/year of CO2 emissions.

Other impacts -0,5% annual energetic consumption of the City of Sevilla Costs Not available Additional information

Data sources used www.sevici.es www.ciclocity.com Relevant literature Ayuntamiento de Sevilla (2010): Estudio sobre el Uso de la Bicicleta en la Ciudad de Sevilla

www.sevilla.org/sevillaenbici/pdf/Investigacion%20Uso%20Bicicletas%20Ene-2010.pdfwww.sevilla.org/sevillaenbici/pdf/Investigacion%20Uso%20Bicicletas%20Ene-2010.pdf

Científicos por el Medio Ambiente (CiMA) Movilidad en bicicleta y resiliencia socioecológica: el caso de la ciudad de Sevilla http://www.conama10.es/conama10/download/files/CT%202010/40885.pdfhttp://www.conama10.es/conama10/download/files/CT%202010/40885.pdf

Bicicleta Club de Catalunya (2009): Estudio sobre el impacto de la implantación de sistemas de bicicletas públicas en España http://www.laciudaddelasbicis.com/documentos/recursos/documentos/estudioSobreElImpactoDeLaImplantacionDeSistemasDeBicicletasPublicasEnEspanaBACC2009.pdf

OV-fiets Description Status Implemented Description of option

The OV-fiets (Public Transport Bicycle) is a bicylce sharing scheme that is available at all important train station (ca. 100) in the Netherlands. The scheme is operated by the Dutch railway operator. The OV-fiets could be picked up from automatic dispensers or from a staffed rental locations. To use the bikes a annual subscription is allowed (ca. € 10). Subsequently, the bikes could be hired by use of a smart card (potentially integrated with the OV-chipkaart). The scheme is mainly focussed on commuting and business trips.

http://www.sevici.es/

http://www.ciclocity.com/

http://www.sevilla.org/sevillaenbici/pdf/Investigacion%20Uso%20Bicicletas%20Ene-2010.pdf



http://www.conama10.es/conama10/download/files/CT%202010/40885.pdf

http://www.conama10.es/conama10/download/files/CT%202010/40885.pdf

http://www.laciudaddelasbicis.com/documentos/recursos/documentos/estudioSobreElImpactoDeLaImplantacionDeSistemasDeBicicletasPublicasEnEspanaBACC2009.pdf

http://www.laciudaddelasbicis.com/documentos/recursos/documentos/estudioSobreElImpactoDeLaImplantacionDeSistemasDeBicicletasPublicasEnEspanaBACC2009.pdf


Transferability The scheme could be transferred to other countries. Success factors An evaluation study of the OV-fiets shows that the main reason to use

an OV-fiets is the convenience of using it. Other important reasons mentioned are: freedom, time savings, environment and health.

Barriers Availability of bicycles. Impacts Macro mobility impacts

Due to the OV-fiets people more often travel by train. About 36% of the OV-fiets users indicate that they travel more by train after the introduction of the OV-fiets.

The OV-fiets mainly replaces local public transport (bus, tram, metro). About 70% of the users of the OV-fiets indicate that they have replaced part of their trips by local public transport by the OV-fiets. About 45% of the users also indicate that the OV-fiets is used instead of walking. Only 10% of the people indicate that they have replaced car trips by the OV-fiets.





Other impacts No empirical evidence on other impacts is available. Costs No empirical evidence on the costs is available. Additional information

Data sources used Becht, R., Van Bree, M., Theunissen, L. (2005), Hoe bevalt de OV-fiets? Klantenonderzoek II,

Utrecht

Stockholm City Bikes Description Status Implemented Description of option

Stockholm City Bikes (introduced in 2006) is a public-private partnership project of the City of Stockholm and the outdoor advertising unit of Clear Channel communications. It is a community bicycle program requiring a membership (season or 3 days) and a rental card (smart card using NCF technology). The system is station-based and automatic. Stockholm’s rental system is available between April 1st and October 31st.

Transferability This system could be transferred to other cities/countries. Success factors Important success factors: dense network of cycling infrastructure,

efficient and scientific management collecting user’s information for potential improvements

The main reasons to use the Stockholm City Bikes are: convenience (indicated by 38% of the people), time savings (25%), exercise (19%), economic reasons (6%), other reasons (12%).

Some suggestions of users for improvements: longer opening hours, bikes equipped with locks so that they can leave the bikes for shorter errands, bike stations closer to where they live/work.

Barriers Too less support from local municipality to get building permission due to competition with street parking, in order to increase the density of the stations, as well as the available bikes.

Weather conditions (rainy weather and snow in winter).



About 58% of the users of the Stockholm City bike used public transport before the shift to the bike. About 25% went by foot and 10% used to travel by their own bike. Finally, only 5% of the users of the bikes used to travel by car.

About 35% of the users often combines the use of the bike with use of public transport, while ca. 30% of the users do this sometimes.

46% of the users of the Stockholm City bike use the bike for commuting travel, 29% for private trips, 17% for leisure trips, 5% for business trips and 3% for trips to school.


Impacts on congestion levels are negligible.


No empirical evidence available on environmental impacts.

Other impacts No empirical evidence available on other impacts Costs

No empirical evidence available on costs of the scheme.


Data sources used Antoniades, P. (2009), European best practices in bicylce sharing systems, Intelligent Energy Europe Jiang, Q (2011), The Development of Bicylce sharing – a comparison of the Stockholm and Hangzhou cases

TAD 106 Description Status Implemented Description of option

A demand responsive service, provided by taxi(bus) for the same price as a public transport, in low populated areas around Toulouse. A centralised management system is operational to facilitate access to the service by reducing reservation delays and optimising route planning in order to reduce operational costs while increasing attractiveness. Additionally, integrated mobility services (e.g integrated ticketing, information system) are developed to fully integrate the DRT scheme into public transport.

Transferability This option could be transferred to other areas. Success factors No evidence on (specific) success factors for TAD 106 was found. Barriers No evidence on (specific) barriers for TAD 106 was found. Impacts Macro mobility impacts

The demand for the DRT services grows over time. In 2008 the demand was four times higher than it had been in 2004, increasing from three customers per journey in 2004 to 6.4 per journey in 2008.

No evidence on other (macro) mobility impacts was found. Other mobility impacts



Civitas (2009) mentions that taxi usage led to reduced fuel

consumption and emissions compared to bus usage (however,

percentage reduction not found). However, potential rebound effects

(e.g. induced transport demand due to the implementation of DRT

services) are not taken into account.

Other impacts No evidence on other impacts was found.


Costs Operating costs were much lower than for regular bus lines Additional information

Data sources used CIVITAS (2009), Integrating a demand-responsive public transportation service, Toulouse/France, CIVITAS MOBILIS

Drin Bus Description Status Implemented Description of option

Drin Bus is a flexible bus service (demand responsive transport) that connects the hilly, low-density areas of Genoa through a ‘many to many’ (pickup/drop-of points) operational model. Riders can reserve the bus up to 30 minutes prior to their desired departure time via telephone, or ‘catch it on the road’ if the bus has room. GPS-GIS integration allows the call centers to monitor buses on the road and helps bus drivers keep track of their scheduled routes. The call centers are connected with the buses through GSM digital telecommunication technology.

Transferability This option could be transferred to other areas. Success factors No evidence on success factors was found. Barriers No evidence on barriers was found. Impacts Macro mobility impacts

Since its implementation in 2002, the percentage of residents in the Drin Bus served areas who use their cars everyday has dropped 4% and the number of people never using a car has increased 13%.

Drin Bus ridership has been increasing by 5-13% per year in different neighbourhoods.

No evidence is available on potential changes in total transport demand.

Travel times are expected to be reduced, but no empirical evidence is available on this.


No empirical evidence is available on the impacts of Drin Bus on ‘other mobility impacts’.


Environmental cost/benefit analyses of the Drin Bus program indicate an estimated savings of €34,500 per year due to increased environmental impact (air pollution, climate change). No evidence on reduced tons of emissions are available.


Data from the first several years of operation show that the operating costs of the Drin Bus service are similar to previous traditional fixed-route bus services (but the Drin Bus has an increased number of passengers and revenue).


Data sources used Spinak, A., Chiu, D., Casalegno, F. (2008), SII – Sustainability Innovation Inventory: Drin Bus (Genoa)

DRT System Potenza Description


Status Planned pilot project Description of option

Plan to test a dial-a-ride public service in the peripheral areas of the Italian province of Potenza. The aim was to support interchange and integration between this DRT systems and other transport systems within the city to improve the accessibility for peri-urban users. Two pilot projects were developed, but not actually implemented.

Transferability This option could have been transferred to other areas. Success factors Experienced project leader

Customer satisfaction surveys may help institutions to understand the mobility preferences of people living in peripheral areas, such that the scheme could be adapted to these preferences.

Barriers Difficulties in implementing the service in the first years an local partnership variation.

Brief implementing time available. Expensive


Based on modelling exercises it is expected that the demand for public transport use (tickets sold) will increase by 18% for unique age groups (6-18 years; these are the people heavily making use of the system).





Other impacts No evidence on other impacts was found. Costs Operating costs are expected to be higher than for regular bus lines.

The costs per hour are €45.95 (€2.33 per kilometre) for the DRT service, while they are equal to ca. € 35.00 for the regular bus lines.


Data sources used CIVITAS (2009), Demand responsive transport system, Potenza, SMILE

Tele-Bus Description Status Implemented Description of option

In 2005 a DRT scheme in Krakow was implemented: Tele-Bus. It operates every day in the southeastern part of the city and during defined operating hours. The service is carried out by the local public transport operator Miejskie Przedsierbiorstwo Komunikacyjne SA on the basis of a service contract with the Public Road and Transport Authority (PT&RA). The operator is paid on the basis of vehicle-kilometres delivered. Daily operating costs include: personnel (dispatchers and Tele-bus drivers) and vehicle maintenance. The service covers three districts: Rybitwy, Podwierzbie and a part of Biezanów. This area consists of residential and industrial zones of low population density. Conventional service here is not efficient and runs infrequently. A main goal of the DRT service is to make it easer for inhabitants to reach communication junctions where changes to other lines are possible.


The daily operations of the TELE-BUS flexible service are managed by the Transport Dispatch Center (TDC), which is part of MPK’s organisational structure. Clients contact dispatchers by phone using a special dedicated free number. The TDC also handles on-line booking, which must be completed by the client at least 30 minutes before the start of requested trip. . At the request existing and potential clients, the operator doubled the DRT network in March 2009. The service has its own regular clients, an important group being students attending local schools.

Transferability The scheme could be transferred to other regions/countries. Success factors Some of the lessons learned from the implementation of this scheme are:

Learning from the experiences of other DRT services, but consider that each DRT service should be customised to local needs.

Clearly define the objectives of the service implementation (why a flexible services will be implemented, what kind of customers will be served and in what area).

Good choice of the service availability area. Good and reliable DRT technology (to ensure efficient service

management and good communication between different components of the service).

Define clear regulations between involved actors. A corporate image of the service and good communication lets

potential clients know and understand the new service. Support from local/regional authorities.

Barriers Some barriers experienced when implementing this scheme were: Organisational issues: agree on a share of responsibilities for DRT

services between the various public transport actors involved. Social acceptance; there were difficulties to persuade potential

clients to make use of the service. Learn user to respect to flexible character of the service as well as

the rules regarding trip reservations. Impacts Macro mobility impacts

Increasing number of travellers by public transport. The number of passengers transported on conventional lines an by Tele-Bus vehicles has risen in comparison to the number before the launch of the service.

Rise of frequency of public transport use in the DRT areas. By skipping some of the regular bus lines, about 8200 vkm per

month are saved. Other mobility impacts




Other impacts No evidence on other impacts was found. Costs Increased cost for additional public transport services since no

reduction on ‘regular’ lines took place. Cost savings observed after 2 years of using the network and cutting back of costs on regular bus lines.


Data sources used

CIVITAS (2009), Demand-Responsive transport services in Krakow, Krakow/Poland,


CIVITAS CARAVEL

Obuchowicz, A. (2012), The DRT service in Krakow, presentation at the CIVITAS CATALIST

Conference, Barcelona, 2012

AVM/DRT (Automatic Vehicle Monitoring / Demand Responsive Transport system) Description Status Implemented Description of option

This option was implemented in Cape Town as a demonstration of the project ‘STADIUM’. The demonstration aimed at improving the performances of minivan transport, popular in the city, by developing an ITS application supporting a demand-responsive transport service (DRT). In addition to a standard booking centre (including hardware and relevant software programmes for scheduling), this DRT system includes an Automatic-Vehicle Monitoring (AVM) system which enables real-time management of transport requests. The AVM consists of on-board equipment (GPS, on-board unit, screen, card reader, CCTV, passenger counter) and a control centre for the monitoring of vehicles. This DRT service was tested on a fleet of 19 minivan taxis of the transport operator Peninsula Holdings Ltd, which is a company formed by all stakeholders of the Peninsula Taxi Association operating in Cape Town. The demonstration took place during the FIFA 2010 World Cup. This system cooperated with the airport shuttle BRT offering to the passengers an alternative transport service in the central business district. This system allowed the Municipality and the Department of Transport to integrate the taxi service with local public transport opening a wide range of possibilities to improve the local transport system thanks to the innovative technological control centre. This system is open to integration with future additional services such as ticketing, multi modal systems, terminal management, etc.

Transferability DRT systems are used worldwide for passengers with special needs. This option can be transferred to other cities/countries; already existing DRT system need to be adapted to include the functionalities of this option.

Success factors The AVM system adds to the usual DRT system the functionality of the localization of vehicles and management of real-time transport request.

Barriers The option is not very rewarding and has high implementation cost. Usually it is considered as a publicly financed social mobility service.


This option answers to the individual transport demand. It can bridge the gap between transport modes.


The option can improve the accessibility of zones that are weak-served by public transport. It also allows the drivers to work in less stressful and less dangerous conditions, as the driver does not constantly have to worry about drawing the attention of potential clients met along the route, and therefore avoid distractions when driving.


This system can minimize the misuse of vehicles (vacant bus operation, avoid trips without passenger), therefore reduce the gas emission and energy consumption.


Costs The cost of implementation is high and depends on the size of the deployment. For the demonstration carried out within STADIUM, the EC contributed with 700 000 Euros


Additional information Additional information sources Literature: (1) Giannini, M and Van Zyl, K, “Validated conceptual model for South African demonstration”, Deliverable D4.1a, www.stadium-project.eu , February 2009 (2) Gilka, P and Neumann, E, “Benchmarking & Evaluation of Stadium Project”, Deliverable D6.1, www.stadium-project.eu , June 2010 (3) Giannini, M and Van Zyl, K, “Detailed and validated design of the South African demonstration”, Deliverable D4.2a, www.stadium-project.eu, May 2010 (4) City of Cape Town, “The minibus taxi industry and the City of Cape Town’s Integrated Rapid Transit (IRT) system”, IRT Taxi Brochure, www.capetown.gov.za/irt, January 2010 (5) Giannini, M and Van Zyl, K, “An ITS solution integrated to the IRT architecture in Cape Town within the FP7 project Stadium”, Proceedings of ITS World Congress 2010, BUSAN, South Korea (6) Giannini, M, Ricci, A, Squillante, P and Tomassini, M, “STADIUM : ITS for large events”, Proceedings of “Seventh Venice Transport International Conference”, IUAV, October 28th - 29th, 2010 Venice, Italy (7) SAHA PluService, ‘’PH Business Plan for new services – Updated version – sept 2011’’, September 2011 (8) PluService, “Demand Responsive Transport as integration to urban regular transport service: a case in Cape Town”, Paper ITS European Congress - Lyon – France - 2011 (9) PluService, Demo in South Africa, presentation held in Stellenbosch 16th February 2010 (10) STADIUM, Demo in South Africa - Status of Advancement, presentation held in the Meeting in Rome 26th and 27th October 2009 Stakeholder: Peninsula Holdings, the local minibus taxi association In Cape Town, contracted by the City to handle the passenger transport during the 49 days of the SWC.

PubliCar Description Status Implemented Description of option

PubliCar is a fully flexible demand responsive door-to-door minibus service in Switzerland. It was developed by the public transport operator PostAuto and aims especially to provide transport services to low density areas. The scheme is seen as complement or alternative to regular public transport. It does not only offer a flexible public transport to low density areas, but also for small towns or during times of weak demand (e.g. night services). PubliCar provides in many cases connections to the main public transport network. Users call a free number to order the services at the PubliCar call centre, which bundles demand where possible. The drivers of the minibuses are informed via GSM/SMS about the requested trips. Depending on the situation and complexity of the specific PubliCar service (e.g. served area and users, number of vehicles in an area), different disposition systems are in use. In the simplest case, the driver decides himself how to arrange a tour. In other cases the optimal route is calculated with a special software in the call centre.

Transferability This option could be transferred to other countries. Success factors No evidence on success factors is found. Barriers No evidence on barriers is found.



During a year ca. 20,000 to 30,000 people are served by Publicar. No empirical evidence is available on the other macro mobility

impacts Other mobility impacts

No empirical evidence on other mobility impacts is found.


According to Infras (2003) the energy reduction potential (and hence CO2 reduction potential) of PubliCar is limited. They argue that this measure should be seen as a way to reduce cost of public transport and not as a way to decarbonise transport.

Other impacts No evidence on other impacts is available. Costs

The operation of PubliCar is usually not more expensive than fixed bus lines, in many cases even slightly cheaper. The cost effectiveness has been improved by 5% where PubliCar replaced conventional services.


Data sources used

Bührmann, S (2005), Case study: PubliCar: “Call a bus” service in Switzerland, Osmose project

Infras (2003), Grobbeurteilung innovativer Mobilitätsprojekte, Zurich

Taxi Dispatcher

Description

Status Implemented

Description of

option

Real-time on-line marketplace for taxi and limousine rides developed.

Thanks to smart technology, offers the driver and customer inquiries are

first brought together efficiently. Customers and drivers only need the

free cabtus app

Transferability It is a tool especially for taxi and limousine rides. Could be transferable

for logistic enterprises and all organisations who work with

individual motorised transport.

Success factors Benefits for all: the low risk way of running your taxi business more efficiently No expensive proprietary dispatch and tracking hardware required.

All you need is one low cost smartphone per vehicle. always know where your drivers are. You are in control. Give your customers the taxi booking interfaces they are asking for.

Be it web, iPhone, Android or tablet. Easy transfer of orders to partner companies in case you cannot take

them. Barriers No evidence on specific barriers with respect to this option was found.

Impacts

Macro mobility

impacts

No empirical evidence on mobility impacts was found. However, since taxi rides will be cheaper, they will become more

attractive and hence a (small) shift to taxi rides may occur. Other mobility

impacts

No empirical evidence on other mobility impacts was found Due to the limited initial market share of taxis, it may be expected

that the impacts on congestion and safety levels will be negligible. Environmental No empirical evidence on environmental impacts was available.


impacts However, due to the fact that there will be less empty drives, there will be a (small) reduction in air pollutant and GHG emissions. The impact on noise levels is probably negligible.

Other impacts More efficiency for users and providers.

Costs Reduction of operation and maintenance costs by up to 60% (mainly due to less empty drives).


Data sources used

Cabtus.com

VMZ Berlin – Verkehrsmanagementzentrale Berlin (engl. Traffic Management Centre) Description Status Implemented Description of option VMZ Berlin runs an internet portal that provides real-time information

about the Berlin transport system. It offers access to different applications such as an inter- and multi-modal route planner, the public transport information system (network, timetable, tickets, fares), flight information (arrivals, departures), up-to-date traffic flow information (congestion, construction sites), city map (based on Google Maps, complemented with POI (e.g. rent-a-bike offices, parking facilities, bus stops, taxi ranks etc.)), weather information, and a list of hyperlinks to useful external web sites for individual motorists, public transport users, cyclist, and tourists. Information is based on static and dynamic traffic data. Most information is available in German and English (except for external links)

Transferability It is very likely that the ICT option could be successfully transferred to other cities and countries.

Success factors VMZ’s business model is based on generated revenues by business-to-business (B2B) selling. A profitable ICT measure is likely to be adopted.

Barriers No evidence on barriers was found. Macro mobility impacts

No empirical evidence on “macro mobility impacts” is available. No change in transport demand is to be expected. Being an intermodal router, VMZ facilitates a low shift to public

transport. This was also a pronounced goal of the implementation of VMZ.

VMZ aims to reduce congestion levels, so travel time is expected to have decreased a little.



expected not to have changed. Congestion levels are expected to have decreased much, as this was a

pronounced goal of the project. Accessibility: Accessibility is expected to have increased a little. Reliability: VMZ is not expected to influence the reliability of travel

times.


No empirical evidence on “environmental impacts” is available. As a result of reduced congestion levels, CO2, PM and NOx emissions

are expected to have decreased a little.


The number of people seriously affected by transport noise is not expected to have changed.


“High level of expenditure for data maintenance and system operation” (Giehler, Kohlen 2006)

FHWA: Capital cost: € 13.8 million , DM 30 million Maintenance cost over 10 years: DM 60 million

Additional information VMZ was initiated and financed by the State of Berlin (Senate Department of Urban Development). It was developed as a public-private partnership within the context of a EU call, the consortium consisted of DaimlerChrysler Services AG and Siemens AG. The information provided to the general public and the authorities is free of charge. The maintenance is financed by selling value-added traffic data to private businesses such as logistics companies etc. Data sources used

Website: http://www.vmz-info.de/web/guest/home

Company brochure: http://www.vmzberlin.com/pdf/VerkehrsManagementZentrale_kl.pdf

R. Kohlen (VMZ):

http://ida.dk/News/Dagsordener/Infrastruktur/Documents/Fremtidens_transport_II_Ralf

%20Kohlen.pdf

R. Giehler, R. Kohlen (VMZ): Presentation on mobility management in conurbation.

Available at:

http://www.bestufs.net/download/Roundtables/2nd_Roundtable_Wildau06/BESTUFS_Wi

ldau_Jun06_Gielher-Kohlen_VMZ.pdf

U.S. Department of Transportation, Federal Highway Administration (FHWA, ~2001)

http://international.fhwa.dot.gov/travelinfo/berlin.cfm

5T System Description Contact person Dr. Massimo Cocozza, [email protected] Country Italy Modes involved Road Traffic, Bus Public Transport, Rail Transport Status Implemented Description of option

5T is a public owned agency that designs, develops, implements and manages ITS solutions and traveller information services for the town of Turin and Piemonte region. 5T system is dedicated to manage the following systems: Traffic Operation Centre and variable message signs panels (VMS)

that provide information about traffic conditions and parking availability in the metropolitan area;

public transport information services (bus stop displays, on-board displays, SMS, voice);

Urban Traffic Control (UTC) that improves traffic conditions and provides signal priority to public transport in the city of Torino;

Limited traffic zone that controls vehicle access in Torino city centre;

video-surveillance on urban buses and at bus stops in Torino; Internet trip planner that provides citizens with real-time

information about arrival times at bus stops, best path calculation, available parking slots in main parking areas;

5T is now managing the extension of the traffic monitoring and

http://www.vmz-info.de/web/guest/home

http://www.vmzberlin.com/pdf/VerkehrsManagementZentrale_kl.pdf

http://ida.dk/News/Dagsordener/Infrastruktur/Documents/Fremtidens_transport_II_Ralf%20Kohlen.pdf

http://ida.dk/News/Dagsordener/Infrastruktur/Documents/Fremtidens_transport_II_Ralf%20Kohlen.pdf

http://www.bestufs.net/download/Roundtables/2nd_Roundtable_Wildau06/BESTUFS_Wildau_Jun06_Gielher-Kohlen_VMZ.pdf

http://www.bestufs.net/download/Roundtables/2nd_Roundtable_Wildau06/BESTUFS_Wildau_Jun06_Gielher-Kohlen_VMZ.pdf


information system to the whole regional area. It is also coordinating the regional ticket integration project, which will introduce a single contactless ticket for the purchase of any mobility service in Piemonte.

Transferability Transferability of this option was not assessed, but, in principle, this option could be transferred to other areas

Success factors No evidence on success factors was found. Barriers No evidence on barriers was found. Impacts Macro mobility impacts

Increase of 3% of modal split in favour of public transport Decrease of the average origin-destination trip time by 21%, which

is 7 minutes per trip No evidence on the impact on total transport demand was found




A reduction of pollutant emissions by 10-11% is realised. No evidence on other environmental impacts was found.


Costs Information on the costs of this option was not available. Additional information 5T is an interesting example of evolution of company ownership. Born on 1992, 5T was financed by a public-private partnership involving Turin City Council and Gruppo Torinese Trasporti (GTT), AEM, Torino, Fiat, Mizar Automazione and CSST. Today, it is a S.C.R.L. (Limited Liability Consortium Company) and is owned by Piedmont region (30%), Turin Municipality (30%), Turin province (5%) and GTT group (35%). Additional information sources Relevant websites: http://www.5t.torino.it/5t/en/home.jsp Relevant literature: Gentile (2000), An Integrated Approach to Urban Traffic Management Mobility Telematics

Application in Turin - The 5T Project, Joint Conference on Smart CO2 Reductions, Non-product Measures for Reducing Emissions from Vehicles, Turin, 2-3 March 2000

Mauro V. (1999). Progrès de la gestion télématique de la circulation en milieu urbain. L'exemple 5T. Revue Générale des Routes et des Aérodromes. Vol.777. Page 32-38.

Panero R. (2011). La piattaforma di gestione della mobilita metropolitana e l’evoluzione verso il sistema regionale. Congresso Nazionale AICA, 16 November 2011.

Traveller Information and Traffic Control - Firenze Description Contact person Dr. Simone Tani, [email protected] Country Italy Modes involved Road Traffic, Bus Public Transport, Railways Transport Status Implemented and in further development Description of option

Municipality of Florence is implementing a telecommunication platform that will integrate different existing and ongoing initiatives for improving urban mobility: Urban traffic supervisor: developed jointly by the Province of

Florence and the Municipality of Florence, is a centralised traffic

control and management system that integrates different sub-

systems (control traffic lights, variable message signs, traffic and

environmental monitoring). After completion planned by 2012, it

will provide identification and prediction of traffic network status

http://www.5t.torino.it/5t/en/home.jsp


and will support the implementation of traffic control strategies.

Wi-Move project: The Wi-Move project aggregates information

gathered by the traffic supervisor into a single system for multi-

channel information distribution, which uses traditional (Web, SMS)

and newer channels (social networks and apps for mobile devices).

A wi-fi hot spot network is under development to widen wi-fi

coverage in the urban area and specifically along the whole route of

the new tramway line.

Concerto: aims to implement real-time tracking of freight

distribution vehicles, monitoring of parking slots for loading and

unloading operations, as well as specific real-time information for

freight vehicles.

In addition to these initiatives, it is worth mentioning the existing ToGo web portal, which provides traveller information on different transport facilities and both scheduled and special events concerning network maintenance and accessibility, like for example:

- car parking availability; - road works and road cleaning; - limitations to circulation; - electrical charging points - wi-fi spot points - bike rent - car sharing

Transferability Transferability of this option was not assessed. Success factors No evidence on success factors was found. Barriers No evidence on barriers was found. Impacts Macro mobility impacts

No empirical evidence is available on the impacts of this ICT option on ‘macro mobility impacts’.






Costs Information on the costs of this option was not available. Additional information Additional information sources Relevant websites:

- http://www.programmaelisa.it - http://togo.055055.it/


- Comune di Firenze. I progetti di infomobilita del programma Elisa nel territorio fiorentino e in Italia. Convegno Andante con moto - a citt Infomobile. Florence, 12 December 2011.

Improved traffic signal control Description Status Test Implemented Description of option Improved Traffic Signal Control through Individual Vehicle Position

Data-The focus of this research is therefore the creation of traffic signal

http://www.programmaelisa.it/

http://togo.055055.it/


control algorithms based on the real-time positions of individual vehicles and, through the creation of a simulation test bed, the quantification of the benefits in relation to the reductions (compared to existing signal control methods) in both delays and emissions that such an algorithm could achieve, a critical step towards achieving an environmentally and economically sustainable road transport system

Transferability This project has been tested only at a relative simple level, but could be applied to a wider transport system.

Success factors Reduced delays at traffic signals Barriers No barriers identified Macro mobility impacts

No empirical evidence of modal shift or an increase in traffic demand, but the technology has the potential to give signal priority being given based on an environmentally friendly vehicles.

Reduced travel time delays by an average of 6.3 seconds Other mobility impacts

Reduced travel time delays are likely to lead to a reduction in congestion.

No empirical evidence of an improvement in safety or Environmental impacts

Reduced travel time delays are likely to lead to a reduction in CO2 emissions, air and noise pollution

Technology has the potential to give priority to environmentally friendly vehicles (e.g. high occupancy public transport)

Other impacts Costs


Data sources used S.Box, B. Waterson, N.Hounsell (2010) Comparison of signalized junction control strategies using individual vehicle position data Southampton University, UK http://eprints.soton.ac.uk/74658/1/BoxWatIMA2010.pdf

S.Box (2010) Improved Traffic Signal Control through Individual Vehicle Position Data Southampton University, UK http://gow.epsrc.ac.uk/NGBOViewGrant.aspx?GrantRef=EP/E045960/1

Network WestMidlands Description Status Implemented- further development and updates Description of option Network West Midlands-connects all public transport in the West

Midlands Metropolitan area, providing far better passenger information

Network West Midlands signage is installed at all bus, train and Metro stops and wherever you see the network 'n' you'll find clear, consistent and up-to-date information aimed at making bus, train and Metro travel easier. Network West Midlands is designed to make using public transport simpler at every stage of the journey, giving you the information you need to make connections between buses, trains and trams In a nutshell, the aim is that reliable, punctual and safe public transport will be within easy reach on every stage of your journey, with tickets and information eventually available through a 'One Stop Shop' system.

Transferability Transferable to other urban locations

http://eprints.soton.ac.uk/74658/1/BoxWatIMA2010.pdf

http://gow.epsrc.ac.uk/NGBOViewGrant.aspx?GrantRef=EP/E045960/1


Success factors Indications of modal shift to public transport

Barriers Bus fare increases reduce effectiveness of information campaigns Macro mobility impacts

The Annual Statistical Review indicates that there has been a sharp increase in rail usage but a decrease in bus usage. It is likely that the decrease in bus usage has been a result of the sharp increase in fares as opposed to consequence of availability of information. However there is no empirical evidence to suggest a causal link between the availability of information and shifts in modal usage.


Network West Midlands greatly increases the availability and accessibility of transport information.


Increase in rail usage has impact across road congestion, air

population and CO2 emissions.

Other impacts Costs

Additional information The project was implemented by West Midlands Integrated Transport Authority (WMITA),

known as Centro, which is a local government organisation (Integrated Transport Authority) responsible for certain transport services

Data sources used Centro Annual Statistical Review http://www.centro.org.uk/nmsruntime/saveasdialog.aspx?lID=7510&sID=4272

Nottingham Travelwise Centre Description Status Implemented Description of option

The Travelwise Centre, in its current incarnation, exists to provide real-time traffic and travel information throughout Nottingham and Nottinghamshire. It provides life traffic and travel information in Nottinghamshire ( including live CCTV). It incorporates Nottingham SCOOT traffic monitoring and control system and the NCT bus tracking system The wireless SMS-TEXT based ravel information dissemination (ATTAIN system) has been integrated with the Internet-based DIME-2 and has proven its high performance in real-life trials by general public in Nottingham

Transferability Transferable to any urban setting Success factors Increase in residents actively choosing to change their means of

transport. Barriers No evidence of barriers Macro mobility impacts

30% of residents using a personalise travel plan used a sustainable mode of transport "once a week or more"

Information about congestion enables individuals to make travel decisions about which mode of transport or timing of travel would best achieve the fast route to their destination.


Range of media platforms to enable individuals to identify delays or congestion in advance of their journey and to make changes accordingly.

Environmental Change in mode of transport to public transport modes and

http://en.wikipedia.org/w/index.php?title=Integrated_Transport_Authority&action=edit&redlink=1


impacts information to enable individuals to make choices on best travel mode.

Other impacts Costs

CCTV network, cost of staffed office.


Data sources used

North Nottinghamshire Local Transport Plan (2006-2011) Congestion Chapterhttp://www.nottinghamshire.gov.uk/travelling/travel/plansstrategiesandtenders/local-transport-plan/

Case Study http://www.managenergy.net/resources/690

Budapest TC Description Status Implemented


Transport management system of Budapest, including adaptive traffic control, VMSs displaying special information contents supporting route and travel mode choice and parking control systems.

Transferability transferable

Success factors Reduction of fragmentation of traffic management services Barriers n.a. Macro mobility impacts

n.a.


n.a.


n.a.



Data sources used

http://www.bkk.hu/en/welcome/ Traffic Management Measures on the M0 Budapest Ring Road - EASYWAY Annual

Forum 2009. 17th-19th November 2009. VIENNA EasyWay MAP 2007 - 2009

Mobinet Description Status Implemented


A multimodal transportation management system for the Greater Munich Area, integrating the urban and regional car traffic, public transport, parking management and information services within a comprehensive data network with the help of the Mobinet Control and Information Centre (MCIC).

Transferability The option can be transferred to other cities/countries without any

http://www.nottinghamshire.gov.uk/travelling/travel/plansstrategiesandtenders/local-transport-plan/

http://www.nottinghamshire.gov.uk/travelling/travel/plansstrategiesandtenders/local-transport-plan/

http://www.managenergy.net/resources/690

http://www.bkk.hu/en/welcome/


particular problems.

Success factors Dynamic Both traffic management as well as travel information

Barriers n.a.


n.a.


n.a.


n.a.


40 million euros


(1) MOBINET Konsortium: Technische Beschreibung MOBINET; 1998; unpublished (2) MOBINET E: Ermittlung der Anwenderbedürfinsse, 05/1999, unpublished (3) MOBINET E: Abschlussbericht zur Soll-Ist-Analyse, 01/2000, unpublished (4) MOBINET E: Entwicklung des groben Betriebskonzeptes, Meilensteinbericht, 01/2000, unpublished Data sources used Kellerman and Schmid, year unknown, Mobinet: intermodal traffic management in Munich – control centre development

Real-time Control and Infomobility System Description Status Implemented Description of option

This option was demonstrated within the project ‘STADIUM’ in Delhi during the XIX Commonwealth Games in 2010. This option is an advanced planning scheme linking metro and bus timetables and integrating "paratransit" services (taxi and autorickshaw) in order to provide access to public transport infrastructure. Real-time GPS-based location of buses enables bus arrival forecasting. The demonstration area in Delhi included Metro lines, Bus Rapid Transit (BRT) and paratransit services. About 200 buses were equipped with GPS for vehicle monitoring/location. A demonstration bus was equipped with additional technologies (on-board video surveillance, automatic passenger counting, real time communication between driver and control centre). A sample of 30 taxis and 29 autorickshaw were equipped with GPs and on-board units. A control centre collected information and monitored in real-time the BRT lines and the paratransit vehicles. The control centre displays on electronic maps the Public Transport Lines paths and stops, the real-time vehicle GPS positions as well as the status of vehicles (e.g booking status of paratransit). The control centre provided the operator with all necessary information to monitor the service status and to define any corrective actions to recover delays, manage faults and provide information to users by means of electronic displays at stops, onboard equipment, mobile phones and the internet. The information collected by the control centre was also used to create a database which was used for the optimisation of the bus fleet; this


resulted in savings due to a reduced fleet and less fuel consumption. The main components of this ICT solution are:

The real-time control system (control centre, on-board units, GPS)

An Infomobility system (consisting of advanced info-system

platform for the distribution of information, 25 infomobility

smartphones, bus stop displays and on-board announcement

equipment), the telecommunication infrastructure.

Transferability The option can be transferred to other cities/countries without any particular problems. The GPS vehicle location systems are widely used in many cities to improve the management of transport operation. The affordability of smartphones has made popular the access to mobility information in real-time.

Success factors This option has enhanced the functionalities of the real-time control system by bringing additional functionalities (such as localization of Paratransit vehicles, cartographic display of all information, video surveillance, passenger counting etc) to the existing system, and improved the accessibility of mobility information. The integration and harmonisation of the means of on-demand transport and mass transport have been improved.

Barriers No evidence on barriers was found. Impacts Macro mobility impacts

This option improves the effectiveness of non-private car transport.


This option can enhance the service reliability of public transport and on-demand transport, and keep passengers informed. With the additional technologies of the demonstration bus, it can also improve travel safety.


This system can improve the operation of transport service by feeding back real-time operational information; therefore it reduces the gas emission and energy consumption.


Costs The cost of the implementation of this ICT option involving all 6080 buses of the DTC (Delhi Transport Corporation) fleet was estimated to be about 867 million INR (12.5 million Euros); the cost for operating the system for 10 years was estimated to be about 1153.2 million INR (16,6 million Euros).

Additional information Additional information sources

SIAM (Indian Society of Automobile Manufacturer) will support the team leader for the implementation of the demonstrator, especially as interface of Indian stakeholder and users, data collection and final assessment;

ASHOK LEYLAND (manufacturer of buses with GPS systems) will support the team leader for the implementation of the demonstrator, especially with regard to bus monitoring and Paratransit;

DIMTS, Delhi Integrated Multi-Modal transit System, that provides mainly the bus urban transport and infrastructure service and contribution to evaluation from the operator point of view;

THETIS (ITS Engineering company based in Venice, Italy) will act as the Team Leader dealing with the implementation, ensuring the necessary effort in terms of project coordination and implementation; THETIS will be responsible for the related design,


benchmarking, evaluation phase and dissemination; RSM – Roma Servizi per la Mobilità (the Mobility Agency of Rome, Italy, formerly ATAC),

will support the team leader for the implementation of the demonstrator, especially for the advanced infomobility system;

SensorCity Assen Description Status Pilot test is running


From 2010 fourteen stakeholders from government and industry in the Netherlands work together to develop innovative mobility services in the field of travel information and traffic management. Sensor City Mobility is focused on supporting the individual traveler and simultaneously contributes to collective mobility goals, such as promoting the flow on the road, improving road safety and reducing traffic emissions. From February to November 2013 a large-scale field experiment is conducted in Assen, ‘Sensor City’. Hundreds of travelers in Assen and surroundings will test future travel services. One group of travelers will test a On Board Unit (tablet) in the car. This tablet provides travel information based on input from the sensor network in Assen. When public transport will result in decreased travel time the tablet can advice the car driver to switch to the train. A car driver can use the tablet to reserve a parking space and saldo to travel will automatically be uploaded at a smart card. Another group of travelers will test various useful apps on a smartphone.

Transferability Transferable, but asks for sensor network Success factors Depend on pilot outcomes Barriers Depend on pilot outcomes

Requires sensor network Macro mobility impacts

Modal shift from car to public transport based on advices provided by OBU and derived from the information provided by the sensor network


Flow-through Increased road safety


Reduction of traffic emissions


n.a.


Data sources used

https://www.sensorcitymobility.nl/over-sensor-city-mobility/experiment.html http://www.sensorcity.nl/mobiliteit.php?t=2

Multi-functional ICT solution for improved mobility Description Status Development phase Description of option The Vedia-solution is a multi-functional ICT solution for creating a

sustainable, safer and cost efficient mobility. Vedia includes public and

https://www.sensorcitymobility.nl/over-sensor-city-mobility/experiment.html

http://www.sensorcity.nl/mobiliteit.php?t=2


private transport modes and provides real time information on public transport services, traffic and weather conditions, navigation including optimal routing, parking possibilities and points of interest. Parking can be booked and paid with the ICT application. It is also a mobile phone, music player and is of course in a portable form. In the beginning the ICT solution will be implemented in taxis and other vehicles used professionally. The ICT solution will also control a proper service of the vehicle, inform on the location of next gas station and encourage eco-driving.

Transferability The solution could be transferred to other cities or countries and also adapted for public and private modes.

Success factors The ICT solution combines relevant information on external and internal factors influencing public transport services and road users. It improves traffic safety, encourages eco driving and the use of optimized routes.

Barriers Since several smart phone or tablet like solutions already exist, it could be difficult to find customers willing to buy yet another device. On the other hand if the solution would be in a form of an app, this wouldn’t be a problem.


The solution suggests optimal routing as well as supports a fuel efficient and low emission driving. Travel time: Optimal routing, showing either the fastest or shortest route, leads to reduced travel time. Vedia collects information on the driven distances and routes, which can be used for optimising vehicle operations. Modal shift: Vedia provides information for private and public transport and suggests fuel efficient, low emission and low cost modes. Information on car sharing and electric car services are also provided by Vedia. Transport demand: There is no direct impact on the transport demand.


Safety: Real time information on unusual weather and traffic conditions help the driver to react on time and adapt the driving on the current conditions. An integrated alcolock also improves the road safety, when the ICT solution is used in a private car. Congestion: Vedia provides information on congestion and rush hours, giving the possibility for alternative routes. Reliability, Accessibility: The ICT solution has no direct impact on reliability or accessibility. Only the access to information on traffic and transport services improves.


Air pollution and energy consumption: Once implemented the ICT solution supports a fuel efficient and low emissions driving, which has a positive impact on the air pollution and energy consumption Climate change: Vedia keeps track on the CO2 emissions produced during the drive and presents a carbon footprint at the end. Noise: No information on the impact on traffic noise was provided by the project.

Other impacts Since the ICT solution informs the road users on congestion, alternative routes can be chosen and the congestion avoided.


Costs No information on investment or operational costs was provided by the project.

Additional information Additional information sources Information about the ICT solution, homepage: www.vedia.fi, Contact person: Armi Vilkman, VTT Technical Research Centre of Finland Press release (Finnish) http://www.vtt.fi/files/news/2011/VTT_Vedia_kalvot_01042011.pdf

http://www.vedia.fi/

http://www.vtt.fi/files/news/2011/VTT_Vedia_kalvot_01042011.pdf