1. EMTA General Meeting – London October 9° 2014 SURVEY ON THE INTERCHANGE RATE Results of the questionnaire circulated among EMTA Members

2. DEFINITIONS Before introducing the subject of the interchange rate, a few definitions are useful: TRIP: A Trip is an unique unit from one origin to one destination for one purpose. It can be made using one or more networks and/or vehicles. If a trip is made using several modes, networks or vehicles, every change of mode, network or just vehicle is considered as an interchange : In the Barometer we define also how a trip can be composed: JOURNEY: in closed networks a journey is counted whenever the passenger enters or leaves the network. In open networks a journey is counted whenever a different vehicle is used. STAGE: each change of vehicle is counted as a stage both in closed and open networks. A stage can be referred to as “boarding”. The interchange rate is a fraction. We calculate it as:

3. WHY WE PROPOSED THIS SURVEY During the last 4 years the economic crisis reduced the amount of revenues from taxes As a consequence the central government in Italy has reduced public transport funding We have been intensively involved in reorganization processes to reduce the amount of service offered while ensuring a satisfactory level of service to our customers. In this process we used our simulation models to evaluate the impact of different scenarios. The urban transport operator asked for a consultancy from the University to analyze the PT network and make a proposal for a new PT network scheme The results of the simulations made by the University on both the current network and a scenario with a partially redesigned network reported an interchange rate that was higher than the rate measured by our surveys and also higher than the output of our simulations. We did not expect such a high interchange rate and therefore we decided to ask the EMTA Members to provide their figures for benchmark. This short presentation shows a comparison among our data from surveys and the data received from the EMTA members who participated in the survey.

4. THE INTERCHANGE RATE IN OUR REGION In our network we adopt the interchange rate as Stages divided by Trips The source of information is the IMQ (Mobility and Quality Survey) on a CATI basis on a sample of citizens living in the province of Turin. We ask the interviewed persons to describe all the trips made the working day before the interview. For every trip we ask them to declare how many modes they used: » Suburban rail » Metro » Interurban bus » Urban bus and tramway » Other bus and vehicles (school bus, company bus, water transportation, cable-car, etc) If the Turin urban network is one of the modes they used, we ask them to declare the line numbers. At the moment we don't ask to specify the different lines used in case of suburban rail and interurban bus.

5. CALCULATION OF INTERCHANGE RATE IN OUR REGION To calculate the interchange rate we count the number of different segments of the trip as different modes + different stages on the urban network: Example: A trip made using suburban rail, then urban tramway (Line 4) and then urban bus (Line 15) counts as two modes but counts as three stages. Therefore in order to calculate the interchange rate it counts 3. A trip made using interurban bus, then suburban rail, then urban bus (Line 10) has three modes as the previous example bus counts as 3.

6. OUR FIGURES Years/surveys2004200620082010 Stages (Modes + Lines)932.378858.171896.521997.872 Trips723.057688.371694.093768.629 Combined Interchange rate1,291,251,291,30 Stages749.751640.561644.930711.854 Trips599.127507.402528.390588.954 Interchange between urban bus & tramway lines 1,251,261,221,21 Combined interchange rate modes + urban bus & tramway lines Interchange rate between urban bus & tramway lines

7. OUR QUESTIONNAIRE "In our network we classify the interchange rate at two levels: 1. Interchange between different modes, i.e.: 1a. Suburban rail 1b. Metro 1c. Urban buses and tramway 1d. Other buses and vehicles (interurban bus, water transportation, cable-cars, etc) 2. Interchange within the same mode and between different lines/routes (only for point 1c. urban bus and tramway and 1b. Metro if more than one line are present)" Do you use the same approach to measurement of the interchange rate? For those who answered NO to the previous question Can you please specify your approach? Calculation of interchange rate: Do you have figures about the interchange rate in your network? "In our network we calculate the interchange rate with the following method: 1. The average number of different modes used by the passenger in a single trip from origin to destination 2. The average number of different lines (if more lines are present within one mode) used by the passenger in the same trip."

8. BENCHMARK We received 9 filled questionnaires. Two PTA’s declared that they have no data available at the moment. A comparison is difficult because the calculation of the interchange rate is made by each Authority with different purposes (some PTA’s obtain it from the ticket validations for clearing purposes, some other PTA’s obtain the rate from general purpose surveys). These are the figures that are more homogeneous. Interchange rate stages / trips AMMT Turin (2010)1,30 SYTRAL Lyon1,48 VBB Berlin1,50 ATM Barcelona (Intermodality rate)1,33 ROPID Prague1,47 HSL Helsinki1,30

9. BENCHMARK These are the figures that are collected with a different purpose. Interchange rate (criteria) MOVIA CopenhagenShare of combination trips per company Min 21% max 60% Boardings per trip Calculated per company Min 1,014 max 1,14 ZTM WarsawInterchange measured by ticket validations It is different for each ticket/pass

10. ANSWERS IN DETAIL

15. CONCLUSIONS AMMT would like to thank all the EMTA Members who participated in the survey. The figures you provided are very useful to better compare our figures and the output of our simulations with the data coming from the other metropolitan areas. And of course, thanks for your attention today!