REGIONE LOMBARDIA
PROVINCIA DI PAVIA
G.A.L. – FOUNDATION FOR THE DEVELOPMENT OF THE
OLTREPO’ PAVESE
INTEGRATED TICKET SERVICE
FOR LOCAL PUBLIC TRANSPORT IN
THE OLTREPO PAVESE AREA
FEASIBILITY STUDY
September 2012
Document realised with the contribute of European Union, Programme MED 2007/2013 and Italian Economy Ministry.
LOMBARDIA REGION - PAVIA PROVINCE
GAL – FOUNDATION FOR THE DEVELOPMENT OF THE OLTREPO
PAVESE
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G.A.L. – FOUNDATION FOR THE DEVELOPMENT OF THE
OLTREPO PAVESE
INTEGRATED TICKET OFFICE SERVICE FOR LOCAL
TRANSPORT IN THE OLTREPO PAVESE AREA
Feasibility study
Date: September 2012
Drafting: Dott. Arch. Alberto Brasso
Dott.sa Antonella Villa
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Index
1
FOREWORD................................................................................................................................................5
1.1
THE LIMIT4WEDA PROJECT – LIGHT MOBILITY AND INFORMATION TECHNOLOGIES FOR WEAK
DEMAND AREAS .......................................................................................................................................................... 5
1.2
2
DEFINITION OF CONTEXT AND OF STUDY GOALS ......................................................................................... 6
THE GENERAL TRANSPORT CONTEXT .............................................................................................8
2.1
FARE INTEGRATION-RELATED TRANSPORT ISSUES AND POSSIBLE SOLUTIONS
2.2
TRANSPORT
.......................................... 8
DURING TIMES OF ECONOMIC CRISIS: TREND OF OUR TIMES OR A CHANCE FOR LPT
OFFER?
………………………………………………………………………………………………………………1
0
3
4
5
6
LOCAL PUBLIC TRANSPORT INTEGRATED FARE SYSTEMS ...................................................12
3.1
INTRODUCTION ........................................................................................................................................... 12
3.2
DEFINITION OF INTEGRATED FARE SYSTEM ............................................................................................... 12
3.3
EXPECTED RESULTS OF INTEGRATION OF THE LPT FARE SYSTEM ........................................................... 13
3.4
OUTLOOKS OF FARE INTEGRATION IN LPT ................................................................................................ 13
STUDY CASES : A FEW EXAMPLES OF INTEGRATED FARE SYSTEM IN ITALY .................15
4.1
EXAMPLES OF FARE INTEGRATION IN LPT IN ITALY………………………………………………………15
4.2
STUDY CASE............................................................................................................................................... 17
CHARACTERISTICS OF LOCAL PUBLIC TRANSPORT INTEGRATED FARE SYSTEMS......19
5.1
GENERAL CHARACTERISTICS OF THE SYSTEM ........................................................................................... 19
5.2
STRUCTURE AND EXTENT OF THE TERRITORY ........................................................................................... 19
5.3
CHOICE OF FARES ...................................................................................................................................... 20
5.4
DISRTIBUTION OF REVENUES ..................................................................................................................... 22
ROLE OF THE ELECTRONIC TICKET IN FARE INTEGRATION ...................................................23
6.1
POSSIBLE IMPACTS OF INFORMATION COMMUNICATION TECHNOLOGY (ICT) SYSTEMS ON LOCAL
PUBLIC TRANSPORT SYSTEMS ................................................................................................................................. 23
6.2
FROM PAPER TICKET TO ELECTRONIC TICKET ........................................................................................... 24
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6.3
ELECTRONIC TRAVEL DOCUMENTS (TDVE) ............................................................................................ 24
6.4
ROLE OF THE ELECTRONIC TICKET ............................................................................................................. 25
6.5
CHARACTERISTICS OF THE ELECTRONIC TICKET ....................................................................................... 26
6.6
EXAMPLES OF ELECTRONIC TICKETS ......................................................................................................... 26
6.7
VEHICLE ON-BOARD SYSTEMS FOR ELECTRONIC TICKETS ....................................................................... 28
A FEW EXAMPLES OF INTEGRATED FARE SYSTEMS ................................................................30
7.1
8
STUDY CASE: “IO VIAGGIO” (I TRAVEL) PROJECT – LOMBARDY REGION .................................................. 30
TRANSPORT ISSUES IN THE LOCAL CONTEXTS OF THE PAVIA PROVINCE AND
OLTREPO PAVESE AREA ..............................................................................................................................34
8.1
THE PAVIA PROVINCE – ORGANISATION OF TERRITORY AND TRANSPORT SECTOR ............................... 34
8.2
PROJECTS REGARDING SUSTAINABLE TRANSPORT IN THE PAVIA PROVINCE ........................................... 36
8.3
THE PAVIA PROVINCE SUSTAINABLE TRANSPORT CENTRE .................................................................... 38
8.4
DEVELOPMENT POSSIBILITIES FOR INTEGRATED TRANSPORT SYSTEMS IN THE PAVIA PROVINCE
AND IN THE OLTREPO PAVESE AREAS ...................................................................................................................... 41
9
FEASIBILITY ASSESSMENT OF THE INTRODUCTION OF AN INTEGRATED FARE SYSTEM
IN THE OLTREPO PAVESE AREA ................................................................................................................43
10
9.1
PARTIES
CONCERNED BY THE PROJECT (USERS) ..................................................................................... 45
9.2
PARTIES INVOLVED IN THE PROJECT (PARTNERS) ..................................................................................... 48
9.3
EXPECTED IMPACTS OF THE SYSTEM’S INTRODUCTION ............................................................................. 49
9.4
OPERATIONAL IMPLEMENTATION STAGES .................................................................................................. 52
9.5
INTEGRATIVE MEASURES FOR THE AMPLIFICATION OF POSITIVE EFFECTS................................................ 62
9.6
REQUIRED INVESTMENTS ........................................................................................................................... 63
9.7
MAIN FACTORS FOR THE SUCCESS OF THE SYSTEM .................................................................................. 64
9.8
PROJECT RISK EVALUATION ....................................................................................................................... 66
9.9
CONCLUSIONS ............................................................................................................................................ 73
BILIOGRAPHY..........................................................................................................................................75
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1
PREFACE
1.1
The Light Mobility and Information Technologies for Weak Demand Areas –
LiMiT4WeDA - project
The general aim of the project is to analyse transport in rural and/or mountainous low-demand
areas, starting from aspects of inefficiency which characterise Local Public Transport (LPT) services
in these regions and which favour a transport model based, almost exclusively, on the use of private
transport. A move towards flexibility and sustainable public transport models (not only from the point
of view of environmental issues, but also and especially from an economic-budgetary one) represents
the aim of the project, also through the use of new information technologies.
The main starting points of the project are:
•
the right to access public transport for every citizen;
•
the need to reduce use of private transport (specifically, cars) along with the search for and
introduction of innovative means which may contribute to local development in the target
areas;
•
the need to develop new planning models for public transport, by using, for example,
integrated and non conventional systems, capable of favouring the local economy also with
regards to issues concerning tourism, social service and local entrepreneurship.
As for its general aims, “LiMIT4WeDA” is founded on the concept of reducing circulation of people,
and improving access to efficient and sustainable public transport services, also of a flexible type.
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The project therefore focuses on the resident population and its most vulnerable segments, but
also on tourists and visitors. Consequently, the project aims to proceed through two channels: on one
hand finding transport models which are ideal for these contexts, on the other hand, minimising
access difficulties related to timetable information deficiency. By enhancing the availability of accurate
information, also through widespread channels, the ability to overcome barriers (social, functional,
informational, etcetera) which preclude and/or harden travel possibilities to the point of discouraging
it, is also directly increased.
In this general context, the Pavia Province intends to define an integrated ticket system for public
transport which may be usefully implemented and experimented throughout its territory.
Specifically, the proposed study intends to analyse the use of technologies and solutions for public
transport by taking the following issues into account:
•
the chance to introduce an integrated ticket system, meaning the integration of different types
of public transport, with regards to trip length and fare, also through the use of electronic
tickets;
•
the chance to create transport information solutions, through the development of systems
which may be used before and or during the trip (information about timetables, fares,
alternative transport services, etcetera);
•
the chance to put in place transport-upon-request services, which would be available to
citizens immediately and managed by a control room;
•
The chance to make innovative public transport systems operational.
The results of such studies shall, therefore, define the feasibility of an integrated ticket model in the
Oltrepo Pavese Area, which would consequently improve its inhabitants’ and its many tourists’ life
standard –improving access to public transport as well as its user-friendliness.
1.2
Definition of context and of goals of the study
The following study aims to achieve the definition of criteria which may enable a general feasibility
assessment of the future introduction of an integrated ticket system for local public transport
in the Oltrepo Pavese area.
Specifically, the general aim is to carry out research upon territorial transport systems in which
intermodal integration strategies between lines, companies and vehicles have already been
experimented.
Talking about fare integration also means facing the issue of its practical implementation on the
field, through available new technologies, so that the theoretical concept of “integration” may come
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true and be available for the majority of local transport systems: in recent years the use of electronics
(as in the “integrated electronic ticket”) has, in fact, lead the way to ever more concrete experiences
by introducing transport cards which have enabled citizens to “live their territory”, joining different
services and information for customers. Electronic cards are also definitely a step forward for those
who manage and run LPT, leading towards improved and more efficient service management
methods.
A further aim of the current document is to define an evaluation model in order to carry out analysis
of the study case which refers to the Oltrepo Pavese. In the final part of the document, there shall be
a specific feasibility study for the Milano-Pavia-Varzi transport line.
To be more specific, following this line of thought, integration between different types of transport
which may be used during the trip (for example, taking a train on the Milan - Pavia - Voghera line;
taking a bus for the remaining Voghera - Varzi segment).
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2
2.1
THE GENERAL TRANSPORT CONTEXT
Fare integration-related transport issues and possible solutions
Private cars are today the most flexible means of transport in an urban context, as they are able to
provide a service from travel origin to final destination, though they do prove less effective if issues
like parking, congestion and environmental impact are also taken into account
As an alternative to private cars, a more sustainable transport system should offer travellers the
chance to move uninterruptedly through a flexible, interconnected combination of local, regional and
long range transport networks
A public transport system should optimise different means of transport in order to compete for
comfort, speed and flexibility with cars.
The switch from one means of transport to the next, which happens at exchange nodes (points in
which branches of the integrated transport network converge), should be planned according to
precise specifications (accessibility, security, functionality, etcetera) in order to enable userfriendliness of the locations and transport information availability for passengers, relating to their
current position.
In all main European countries a renewal of public passenger transport services is currently taking
place on both local and regional scale
The main issue is the public transport system’s accessibility for its users. Public transport
systems are in fact a discontinuous system both in time and space: one can only access the system
and get on board a vehicle in designated places (stops or stations) and at designated times. However
if access points are few or misplaced or connection timetables aren’t well planned, or finding a ticket
is also difficult, the chance to use this public transport service is even more limited for travellers.
Another important accessibility condition which must be guaranteed is, in fact, one connected with
information: in order to use public transport citizens must be able to count on reliable information on
transport timetables, waiting times, fares, available services or the arising of unforeseen events.
Pinpointing practical answers which may effectively solve these problems appears therefore a
necessary step in order to make LPT offer inviting.
Here are some possible answers:
1) The first one regards intermodal integration, through which public road and rail transport
integrate. Both competitiveness and potential of public transport are directly linked to the degree of
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interconnection between these different networks, and subsequently to the possibility to easily change
line or transport vehicle used.
Accordingly, planning actions which connect and integrate different lines is important: rail exchange
stations, nodes in which passengers can switch to bus or car, stations next to airports or main
passenger ports.
Integration of services of the same type is also crucial in order to guarantee accessibility to public
transport, for example connecting different bus services – local and long range.
2) As a second answer the concept of fare integration is introduced, meaning the use of only one
ticket to travel on all transport services regardless of the company they are run by. By enabling grater
user friendliness, fare integration on one hand determines an increase in user numbers and on the
other develops greater loyalty in clients.
This passage towards fare integration must be accompanied by global fare policies capable of
offering discounts on passes for some segments of the population and special users (for example
students).
3) The third factor is represented by the characteristics of transport vehicles in use. It is very
important that circulating trains and buses guarantee a comfortable, safe and reliable service. Just as
importantly, for increased safety and prime passenger information service, buses and trains must also
be equipped with top of the range on-board technologies (CCTV, interactive customer information
audio and video broadcasting systems), as a greater availability of travel information is a key element
to increase users’ perceived service quality.
4) Finally, information for travellers is certainly paramount in defining service quality. In order
to guarantee good accessibility to the system, providing simple and reliable information with regards
to fares, timetables and services offered is important.
Users must have the chance to be informed:
•
Before travelling, by means of printed flyers, posters, travel information agencies, call centres,
interactive public terminals, internet websites
•
During the trip, at stops, at exchange stations, on board vehicles (to have information
regarding lines, timetables, fares as well as on the state of service in real time).
A great and important contribution in fact of information for travellers has been brought to us by
evolution of technologies.
All the above mentioned is true both for “normal” public transport services and for the innovative
types, for example those which serve tourism. The new role of local public transport is also achieved
through new services created to satisfy new users: in areas with an important amount of artistic,
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natural and cultural heritage sites which are also rich in breathtaking landscape, introducing services
which enable tourists to comfortably enjoy the beauties of the land in a stimulating and guided manner
is appropriate and becoming.
2.2
Transport during times of economic crisis: trend of our times or a chance
for LPT offer
This question has been answered by the annual 2012 Report on urban transport, published in 2012
and edited by ISFORT, ASSTRA and Hermes.
It underlines a considerable decrease in transport volumes, registered especially in the year 2011,
with an overall reduction of displacements (almost 17% from 2008 to 2011, largely concentrated in the
last year). The report interprets this piece of macro-data explaining that Italian citizens, after a first
period of resistance to economic hardship, have had to yield to the relentless worsening of the
critical situation, and thus have limited their tendency to move, particularly for tasks of minor
necessity.
Therefore, the report shows a sharp downward shift of displacements for leisure activities in the
ranking of reasons for displacements, with a loss of more than 6%, while work displacements remain
stable, along with ones related to family duties. The connection between the population’s worsening
income and (real and perceived) wealth conditions and reduced displacements for leisure, holiday
and tourism activities is evident
Along with the overall reduction in displacements, the latest tendencies show a consolidation of
collective travel, even if the general picture regarding transport type choice sees private vehicles top
the ranking with 80% of motorised displacements in 2011.
As a direct consequence of the complexity of evolving global phenomena and their repercussions on
individual choices, the causes for the consolidation of the use of public transport are hard to
pinpoint. However, two interconnected considerations may be made regarding this issue:
•
Available Income reduction and increases in fuel prices have had an important role in
determining choices in favour of LPT;
•
Funding cuts to the LPT sector has caused great difficulties for the mere conservation of
formerly attributed resource levels and resulting service quality standards.
As for the choice of non motorized vehicles, the 2012 Report shows that the weight of displacements
by bicycle or by foot has – after an encouraging growth across the first half of the last decade –
diminished drastically in the last five years (from 33.9% to 27.8%), contradicting forecasts and failing
objectives of recent sustainable transport related policies .
Consequently if on the one hand public policies have had a limited effectiveness in creating structural
conditions to favour soft mobility, on the other an increased collective awareness of the population
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towards environmental issues and the search for a reduction of direct traffic induced impacts on urban
air quality haven’t achieved expected goals.
The choice of LPT as “green” alternative to private transport doesn’t seem as strong and defining and
the report underlines the fact that it is necessary to “put diversified actions in place which may both
strengthen the offer of infrastructure and dedicated service, thus creating space, concrete
opportunities and safe conditions for those who decide to walk or ride a bicycle (pedestrian areas,
cycle paths, bike sharing etc.) and govern cohabitation between different transport methods ( traffic
reduction, respect for road rules etc.), as well as increase collective culture with regards to green
transport, i.e. (displacement) behaviours and lifestyles ordinarily oriented towards more sustainable
transport solutions”.
As a result, public transport may still prove crucial in this scenario as long as the (perceived and real)
quality of its services is substantially increased. In the following chapters we shall portray a
description of how – among other solutions – integrated ticket systems can be an important drive for
the increase of this level of quality in local public service.
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3
LOCAL PUBLIC TRANSPORT INTEGRATED FARE SYSTEMS
3.1
Introduction
Integrated fare systems (ISF) also called integrated tariff systems (ITF), have spread across Europe
from the middle of the last century, especially from the ‘60s, when urban development and a growing
need for displacement in the population started to make the necessity to rationalise transport
networks emerge.
The first ISFs were introduced for exactly these aspects of inefficiency in public transport systems,
which were greater in larger cities. The following examples of European cities can be mentioned as
specific cases:
•
In Germany: Hamburg (Hamburger Verkehrsverbund -HVV, 1967) and Munich (Munchner
Verkersverbund - MVV, 1972);
•
In France: Paris (Carte Orange - 1975);
•
in Austria: Vienna (Wiener Einkaufskarte - 1984);
•
in Switzerland: Basil (1984), Bern(1984),
Zurich (Zürcher Verkehrsverbund - 1985)
and
Geneva (1987).
3.2
Definition of integrated fare system
By integrated fare system we intend a specific type of contract which involves various public
transport providers, thanks to which users may “use a single travel document whose price is not
dependant on the vehicle used, or on the number of possible transfers, but only on the amount of
“travel” purchased”.
Three key elements must coexist in order to create an integrated fare system:
1. Infrastructural integration , which can be achieved by means of parking areas, stations,
bus stops, etc.
2. Modal integration, i.e. the possibility to use different coordinated types of vehicle (road,
rail) in order to give travellers the feeling of travelling on one vehicle only.
3. Fare integration, which allows the implementation of a single fare scheme, valid for all
transport types on offer.
Fare integration, especially, represents a crucial condition in order to achieve real service
integration and allow an efficient LPT management in a system in which many operators
coexist.
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3.3
Expected results of the integration of the LPT fare system
Fare integration in public transport ticket systems, where supported by technology, enables the
achievement of the following results.
1. It provides the user-citizen a wider array of services by passing from the current transport
system to a new integrated network system, with a consequent improvement of service
quality and reduction of waiting time; 2.
It contributes to transforming local public transport service, through the creation of a
data collection system and detection of transport offer; 3. It exchanges data between providers and travel sector governing bodies ;
4. It integrates public transport with other services: exchanges, tourism, culture, banking,
etc (for example museum cards, public toll-parking, bike sharing, etc.); 5. It encourages users to use public transport, even through a wider fruition of inter-modality
with proportional decreases in traffic congestion on the O/D (Origin/Destination) itineraries
and shortening of travel times;
6. It implements customer loyalty, facilitating both frequent users and sporadic ones; 7.
It increases public transport quotas as opposed to private transport ones 8.
It satisfies travel expectations (in every desired characteristic), regardless of the number of
vehicles and transport methods used; 9.
It improves the LPT system accessibility by: •
Unifying (or simplifying) the sales network;
•
Diminishing ticket validation times;
•
Simplification of ticket validation;
10. It increases revenues from ticket sales and pass sales, through structural control of
forgery and evasion. You can only talk about ‘real’ integration when a single type of document which enables
travellers to perform a specific connection between origin and destination exists.
An integrated Fare system, to be thus defined, must be exclusive, meaning it must not involve
coexistence of tickets provided by single operators as well as tickets of the integrated type.
3.4
Outlooks of fare integration in LPT
Business systems of LPT operators are currently being profoundly redefined in Europe. To be
specific, in Italy governing bodies have tried to put in place privatising policies, which, if fully
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implemented would dramatically modify the local public transport sector. In this reforming light,
traditionally rooted LPT operators in single territorial areas must be able to manage new relationships
even:
•
With other national operators, who show the will to enter their market;
•
With international operators who, taking advantage of their dimensions, try to penetrate the
Italian market;
•
With transport agencies born in Italian regions over the past years, to manage and regulate
passenger transport systems through coordination.
Activation of fare integration systems increases the need to intertwine relationships with new
organisational actors and presents many highly critical aspects, including:
• The fare structure to be used (flat or distance based);
•
Zone articulation criteria;
•
Fare progression criteria;
•
Line activation and consequent services by mutually integrated operators;
•
The need to manage complex relationships in the fare integration system as well as the
interdependency of its operators.
The aim is therefore to focus specific attention on aspects which highlight issues concerning the
system’s organisational coordination, by which we mean:
• The structure and territorial area of the integrated fare system;
•
The choice of fares and its degree of integration
•
revenue distribution criteria.
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4
STUDY CASES: A FEW EXAMPLES OF INTEGRATED FARE SYSTEMS IN
ITALY
4.1
Examples of fare integration in LPT in Italy
In the table below references to the largest trials and experiences regarding public transport
management by means of integrated fare system over the past twenty years in Italy are listed.
NAME OF THE FARE SYSTEM
DENOMINAZIONE SISTEMA TARIFFARIO
FORMULA
CONCERNED TERRITORIAL PRECINCT
AMBITO TERRITORIALE DI
RIFERIMENTO
Piemonte
Piedmont Integrato (Piedmont integrated)
Biglietto Urbano Genova (Genova Urban Ticket)
Liguria
Treno + (Train+)
SITAM - Sistema Tariffario Integrato Area Milanese
Lombardia
(Integrated Milanese Area Fare System)
Area Prov. Lecco (Lecco Province area)
Linea CO-MI
(Como Milan line)
Linea PV-MI
(Pavia- Milan line)
Area Prov. TN (Trento Province area)
Trentino Alto Adige
Area Prov. BZ (Bolzano Province area)
SFMR – Sistema Ferroviario Metropolitano Regionale
Veneto
(Regional Metropolitan Railway System)
Linea TV-Portogruaro (Treviso – Portogruaro line)
Area urb-suburb PD (Urban – suburban area Padua)
Area urb-suburb TV (Urban-suburban area Treviso)
Villafranca-S.Bonifacio
Linea UD-Tarvisio (Tarvisio – Udine line)
Friuli Venezia Giulia
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STIMER – MI MUOVO (I MOVE)
Emilia Romagna
Linea Porrettana (Porrettana line)
Linea BO-Galliera (Bologna Galliera line)
Linea MO-Carpi-Rolo (Modena – Capi – Rolo line)
Linea PC-CR (Piacenza – Cremona line)
Propass
Toscana
Pegaso
Carta Arancio (Orange Card)
Trenitalia-ATAF FI (Florence railway system)
Linea Aulla-LU (Aulla Lucca line)
Linea Giuncarico-GR (Giuncarico- Grosseto line)
Trenitalia-ATM LI (Italian railway system – Municipal Livorno bus
company)
Linea SI-Buonconvento (Siena Buonconvento line)
Linea SI-Chiusi (Siena – Chiusi line)
Linea Firenze Mare (Florence Sea line)
Linea Nuova Faentina ( New Faentina line)
TRENOMARCHEBUS
Marche
Trenoanconabus (trainanconabus)
Picchio (woodpecker)
Abbonamento ferroviario 2 vie (2 way railcard)
Umbria
METREBUS
Lazio
UNICOCAMPANIA (singlecampania)
Campania
Giranapoli (roamNaples)
Linea FG-Manfredonia (Foggia - Manfredonia line)
Puglia
Bin-Bus
Calabria
Metròbus
Sicilia
Bigliett-one ( Ticket-one )
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4.2
Study Case
PIEDMONT – FORMULA
The «FORMULA» system applies to a vast area of the region which has the city of Turin as its main
departure hub.
The system was introduced in 1996. Until November 2002 there were three enlisted operators
(TRENITALIA, ATM TORINO, SATTI TORINO), of which the latter two then joined into GTT – Turin
Transport Group; Since 2003, a further 27 minor road operators joined in. The initial agreement was
signed by the Piedmont Regional Authority, by the Torino Province and The Torino City Council.
The system’s initial integrated area initially encompassed the City of Turin (central core) and a vast
surrounding area, which currently spans around with a radius of 40 km, articulated in concentric
sectors further divided in 19 zones.
The network then spread beyond the integrated area’s boundaries with so- called “expansions”, until it
reached practically every province in the Piedmont region in order to help commuters to the Turin
Province who come from other areas of the Piedmont Region (or travellers who travel in opposite
directions).
For travellers coming from the “expansion” areas, municipalities in which they access the integrated
area are called “doorways”. Those who travel in the “expansion” areas without passing the “doorways”
do not use the Formula system but normal Trenitalia or GTT passes. However, those who pass the
“doorways” use the Formula system: on the “expansion” segment passes are only valid for the GTT or
Trenitalia transport indicated on the Formula Personal Card.
The «FORMULA» system is an exclusive, non optional fare integration system: in order to travel
inside the network travellers cannot use specific company passes (they can buy a single ticket
though).
For all types of «FORMULA» integrated tickets, fares are calculated by counting the number of areas
crossed in order to reach a destination, including arrival and departure areas. Each area crossed
counts as one fare unit increase, while Turin urban area adds two.
In order to enable better service planning and a more precise distribution of revenues deriving from
different operator’s transports among different companies, the introduction of new information
technologies with chipped/magnetic tickets has been thought of, thus enabling greater and more
accurate customer travel data collection.
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5
CHARACTERISTICS OF LOCAL PUBLIC TRANSPORT INTEGRATED FARE
SYSTEMS
5.1
General characteristics of the system
An integrated fare system comprises the following characteristics:
•
structure and territorial extent;
•
fare choice;
•
revenue distribution.
The following project phases, which are crucial in identifying the above mentioned components, are
the defining elements in the research of these elements:
•
territorial division into zones;
•
different scenario simulations;
•
The Origin/Destination matrix of displacements.
5.2
Structure and extent of the territory
The structure of a fare integration system is defined by the number of operators which take part in the
integration agreement.
The fare structure in Italy involves on average less than 10 LPT providers, with a dominating
percentage made up of to 2 or 3 of them.
When identifying a structure for an integrated fare system, the means of transport offered to LPT
users should be detected. Specifically, in Italy the train/bus combination is most frequently present in
almost all integrated networks, only in a few cases service is extended to other possibilities as, for
example, underground railways.
A further characterisation is that involving the extent of the territory involved in the fare integration
process.
As far as structure and extent of the territory are concerned, the following types of integrated networks
have been identified:
•
Networks limited to the municipal area only ( for example, STI URBAN TICKET in Genoa,
GIRANAPOLI in Naples, METROBUS in Palermo);
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•
Networks which encompass the Provincial territory (e.g. STI in the Lecco and Trento
Provinces, BIN-BUS in Cosenza); •
Networks which span into various provinces (e.g. STI FORMULA in Turin, SITAM in Milan,
UNICO in Naples); •
Networks which span through an entire Region (e.g. STI METREBUS in Lazio); Analysed integrated systems can also be classified according to their size and shape, consequently
one can have:
•
Concentrically articulated systems (e.g. STI FORMULA, SITAM, METREBUS); •
Systems developed along a main axis (e.g. STI Provincia in Trento, Modena-Carpi-Rolo Line,
Treviso-Portogruaro Line);
•
Kilometric systems (e.g. The Bolzano and Lecco Provinces’ STI, TRENOMARCHEBUS in
Ancona), with relevant fare defining differences.
One last important factor which characterizes the structure of LPT integrated networks concerns the
range of services on offer, which may be:
•
vicarious, where passengers are allowed to chose between various transport combinations
to travel on the desired route (‘parallel’ integration);
•
Complementary, in which different rail-road and/or inter-vehicular combinations are not
alternative to each other (‘serial’ integrations).
Fare integration represents a relatively recent experience for Italian LPT systems, especially if
compared with those of different European countries like France, Germany, Austria and Switzerland.
From the point of view of services offered, part of existing Italian ITS’ still need to undergo
evolution: many of the currently existing services are to be considered still in an initial phase
of their development, due to the fact that in order to be able to speak of a ‘real’ STI a large
territorial basin or, at least, a large scale system acting as tributary to a railway line of relevant
interest must be involved.
5.3
Choice of fares
Feasible ways to choose a fare system capable of offering a suitable tariff articulation may be divided
in two large areas.
The first bears in mind the fact that the first users to gain benefit out of the introduction of an ITS are
clearly those who need to use public transport a lot (both in terms of time and of type of transport);
consequently, the best (relative) fare applied to them automatically becomes a higher (relative) fare
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for those who use public transport a little or rarely. The result has a compensating effect: discounts
given to heavy users falls entirely on the shoulders of those who use the service less.
The alternative point of view aims at significantly increasing public transport users and, by doing this,
allows an increase in traffic dividends. It is achievable by offering highly reduced integrated fares, in
order to encourage passage from private to public transport. Ticket prices may be raised
subsequently, when users have realised the advantages associated with ITS and its use is embedded
in consumers’ routines. The main idea is that you need to invest a lot on an ITS’ potential abilities to
attract new clients.
Currently the prevailing tendency is to identify non compulsory integration. This is caused by
providers’ will to focus users’ attention on the discount attached to the purchase of integrated passes,
leaving the ITS’ unity as a background factor.
With regards to fare articulation, in Italian systems both ‘horizontal’ and ‘vertical’ aspects are
present.
The former concern the variety of travel documents available , with regards to the chronometric
validity (e.g. single ticket, weekly pass, monthly pass), to the possibility to lend the pass to others (e.g.
Family passes and company passes) and to division of users into categories (e.g. lower fares for
senior citizens, students and soldiers.
We talk about vertical fare organisation when analysing the type in which ticket prices change
according to the ‘amount’ of service bought.
If the ITS’s architecture is a zone based area division, fares grow with every area access purchased,
usually in a less than proportionate way, in order to compensate ‘farther’ clients for the difficulties
caused by the long distances they have to travel.
If, however, the integrated network is a kilometre based one, fares are directly connected with
distances travelled and is calculated by referring to actual kilometres travelled or, as often is the case,
to distance steps.
When referring to the horizontal aspect of the fare system, meaning the variety of tickets available,
almost all ITS’s present some type of pass, with some variability when it comes to its length of time
and validity.
Finally, with regards to the vertical articulation of integrated fares, only 4 of the analysed cases
present a purely flat structure, while in the majority of cases fares vary depending on kilometres
travelled (68%) or in the remaining part (24%) depending on the number of zones crossed. Gathered
information confirms the idea that the majority of IFS in Italy is still far from equalling evolved
fare systems which are already active in important European areas, like Munchner
Verkersverbund in Germany, Vienna’s fare system in Austria or the Carte Orange in France.
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The prevailing presence of distance based fare systems in our country is an index of the limits
which characterise our IFSs, which can hardly be managed in an efficient way by maintaining
such a structure in the eventuality they came to spread over many provinces or an entire
region.
5.4
Distribution of revenues
The last important point in describing each IFS is distribution of revenues between various
providers which are part of the fare integration agreement. Theoretically, overall revenue
distribution may happen:
•
According to each transport provider’s supply (normally quantified as vehicles-km or placeskm). This criteria, while encouraging transport companies to increase the amount of service
provided and as a consequence the integrated package, doesn’t necessarily attract new
customers;
•
On the basis of served customers (defined as passengers-km), which may be real or
estimated through spot sample analysis. This criteria rewards transport providers’ ability to
attract new customers and transfer commercial managerial risks to them;
•
By means of fixed, previously agreed criteria, in which, often percentages assigned are
defined referring to past revenues of each transport provider. The use of such criteria is by far
the worst option, as it introduces commercially discouraging aspects, due to the fact that such
a mechanism is entirely disconnected from the evolution of demand and offer or the evolution
of services.
In reality, however, ‘mixed’ division mechanisms may also be used. These combine the three above
illustrated criteria and may be more appropriate, as they integrate both production demand and offer.
Evidently, for the sake of revenue distribution, it is essential to possess accurate passenger service
use information for each provider. Surveys and sampling, or else the introduction of ticket technology
(magnetic strip or micro-chip, etc) which detects customer flows, may aid this need.
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6
6.1
ROLE OF THE ELECTRONIC TICKET IN FARE INTEGRATION
Possible impacts of Information Communication Technology (ICT) systems
on local public transport systems.
The five following ICT systems may be identified as applicable to the local public transport realm:
1) Systems for transport depot automation, which, however, we shall not analyse as it is an
element which only influences internal transport company organisation.
2) Vehicle tracking and service management systems, typically based on GPS technologies,
enable real-time management of vehicle distribution, thus rationalising the use of resources and
providing the correct flexibility to the service offered. These systems enable to pinpoint vehicles and
transmit arrival and departure information along with waiting time to passengers. Information
aggregation provides companies with an archive which is very useful in order to create reports and
detect the transport company’s quality and quantity performance related data.
3) Customer relationship management systems improve relations with customers by transmitting
information about available service, waiting time, arrival and departure times and information to aid
trip planning. They include intelligent signposts, electronic panels, on board equipment information
boards, call centre systems.
4) ICT customer call service systems allow transport route changes on customer’s direct demand.
Customer care is given by phone or special points at bus stops. We must also separately define fixed
call systems which only allow detours from a fixed route and flexible call services which serve, for
example, non commercial areas with low affluence. These systems allow to considerably increase
offer flexibility and to give “tailor made” service.
5) Smart card payment systems enable ticket-dispensing automation and control of ticket
ownership, as well as enabling an immediate and pinpointed detection of traveller flows, access
control and market analysis. A microchip on a plastic card enables high memory capacity, data
elaboration, and highly reliable and secure two way transfer of passenger data, which ultimately
enables fare personalisation.
Consequently, ICT systems applied to local public transport may directly influence both
planning and coordination activities, as well as service management in the stricter sense of
the term. Summarising, the introduction of ICT has three main effects have concern improvements to
equipment and LPT actors’ capacity, specifically an increase in:
1) Automated equipment: ICT systems rationalise service production and delivering
processes, enable an increase in productivity and improve the quality of services offered by
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transport companies, increasing the degree of service flexibility, to the point of “personalising”
services offered.
2) Information capacity: ICT systems may improve the transport system’s actors’ capacity to
control their activities and measure their performance, reducing potential information
asymmetries as well as making management of transactions between companies more
transparent.
3) Control and coordination capacities: ICT systems ease definition of interdependency
between organisations, by elaborating information which is crucial for behaviour management
and result assessment as well as reducing information decision costs and agency costs.
To sum up, presence of ICT on both vehicles and on the ground has a direct positive impact, as well
as on those in charge of public transport service management, on public transport users, especially
with regards to improvement of accessibility, information and displacement ease.
From paper to electronic tickets
6.2
The most common payment system used by travellers on urban and non-urban transport
systems in Italy is still the paper ticket, to be validated on board or at the station.
This system, along with a few advantages, has various setbacks:
•
It’s impractical for users, due to the fact that ticket offices are not always open or accessible
when travellers need to buy tickets;
•
Ticket distribution is troublesome due to the high number of different tickets needed, or,
alternatively, because of the need to equip ticket offices with automatic ticket vending
machines;
•
It doesn’t allow flexible fare policies;
•
It doesn’t allow companies to “get to know” customers or their habits easily;
•
It makes line sharing by different companies difficult and it restrains agreements which would
otherwise improve service user friendliness;
•
6.3
It is easy to forge.
Electronic tickets (TDVE)
For the above reasons electronic tickets (TDVE), which present various advantages, are today the
most common option chosen. Here are the most common types:
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•
Tickets with magnetic strips;
•
Smart cards (i.e. “intelligent cards”), also named chip cards due to the fact they have a chip
attached to them;
•
Microprocessor cards.
In the following paragraphs we shall examine these two solutions more in detail.
6.4
The role of electronic tickets
The use of electronic tickets enables the integration of regional public transport into a single
service and information network, thus overcoming relevant problems which fare integration
faces.
Furthermore, contactless technology bypasses limits posed by paper or magnetic strip tickets,
thanks to characteristics which allow infinite, faster validations, as well as simplifying ticket sales.
Electronic tickets allow an increase in public transport usage with beneficial effects for:
•
Clients which may always use the same one ticket which allows use of the whole public
transport network;
•
Companies which can gather information about traveller flows on lines and consequently vary
service dimensions in order to make it more suitable to clients’ real needs.
Furthermore this enables to:
•
limit fraud and forgery;
•
diminish evasion;
•
create a capillary sales network, by unifying different sales networks;
•
have different services on the same card, such as parking, access to museums and services
for citizens;
•
also use bank payment systems; By electronic tickets we also intend traceable tickets: this definition refers to a ticket which is
produced upon a special media which contains specific information and is capable of exchanging it
through specific instruments.
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6.5
Characteristics of electronic tickets
The use of electronic tickets implies the arrangement of an articulated system (Electronic Ticketing
System) which involves both the company and the distribution network as well as the transport
vehicles themselves.
Here are some aspects of TDVE use:
•
Dynamic discounts (time of day, amount, complex incentives, etc.);
•
Dynamic overpricing (special services, holidays, peak hours, etc.);
•
Passes (weekly, monthly, seasonal, year, etc.), even on preferred lines;
•
Multi-trip pass;
•
Tourist pass;
•
Prepaid cards – the card has a value, similar to that of money, which travellers may spend on
board in various ways, i.e. to buy a single ticket or a new pass. The card can be recharged at
ticket offices, authorised sales points or vending machines ;
•
Origin/destination – the bus is fitted with specific systems which identify stops. Users select
destination stop/area by means of the system’s keyboard, if it is different from the preferred
usual destination which had been previously introduced in the card.
•
Check-in /check-out – users must validate on access and when leaving vehicles. Payment is
proportionate to service used (pay for use). It gives extremely precise information on
passenger flows.
6.6
Examples of electronic tickets
A. CARDS WITH A MAGNETIC STRIP
Magnetic tickets are widely used and have a series of non secondary advantages. Thought to be
surpassed till a few years ago, they have now been put into a different light and regarded as ideal
complement to contactless technology.
A magnetic “strip” is applied onto one of the two sides, which is similar to a piece of magnetic tape,
on which data can be recorded and read, in a process which conceptually resembles audio recording.
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Magnetic tickets are usually marked in the validation stage and verification can be made visually; No
special apparatus is needed by ticket inspectors and travellers may also verify their progressive use.
Their main advantages are due to the fact that, at a very low price (0,01-0,02€), they offer the chance
to be written on and read, thus making complex transport contracts feasible. They are traceable and
allow a great deal of data collection regarding their use.
The cost/performance ratio is highly favourable to the point that many transport providers use them
jointly with electronic cards.
B. SMART CARDS
Chipless cards
The use of plastic cards in financial transactions and ID started in the ‘50s, but only subsequently
became of common use, in the form of so called universally used “credit cards”. Traditional chipless
plastic credit cards, still in use in Italy, have the main function of giving a number to the name of the
cardholder; the magnetic strip contains the same information printed on the card, which may be read
by a specific reader. Security levels of these “plastic only” types of card are much lower and needs a
phone connection in order to enable any transaction.
Smart cards
Smart cards are apparently similar to “plastic-only” ones, with the addition of an integrated electronic
circuit (chip) which can communicate with specific terminals by means of a connector or, alternatively
to electrical connection, by radio waves
Many different pieces of information may be stored in the chip’s memory, such as the owner’s birth
and personal data, his or her credit, the validity of the card, discounts applicable, seasonality of the
ticket etc. Smart cards represent an evolution of magnetic strip card tickets for public transport
Smart cards have many advantages on magnetic strip tickets, including:
•
Increased security, presenting the chance to entertain offline transactions.
•
Increased data storage capacity and therefore the possibility to create complex fare systems
or using the same card for various services;
•
Cheaper validation apparatus due to the fact that they do not have any moving parts such as
motors, belts, pulleys, bearings etc. Consequently, maintenance is more affordable.
•
Longer lifespan when the cards are made of plastic.
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Currently employed smart cards are mainly of the following types:
•
memory cards;
•
microprocessor cards.
The former are more simple and have lower prices (1-2 €); the latter offer greater security as they
feature a proper internal data processing system inside the chip, for higher prices (3-8 €).
Contact cards
Contact cards, though less frequently used, are used in public transport as they present various
advantages as well as the disadvantage of a longer transaction due to the time spent inserting the
card and retrieving it. We care to underline the following facts:
•
contact cards have limitless electronic complexity due to the power supply, and may thus
ensure high performance as it is directly powered by the terminal;
•
Contact card terminals let users take ownership of the terminal itself;
•
Bank cards, soon even ordinary credit and debit cards, national service cards (Carta
Nazionale dei Servizi) and electronic ID cards come with chips and currently have contact
interfaces. Future use prospects for these cards shall necessarily require, notwithstanding
further developments, a similar interface.
Contactless cards Le carte contactless
Smart contactless cards were initially introduced in the early ‘90s; their use is rapidly spreading,
especially in the mass transport and access control market, also due to their extreme user
friendliness.
6.7
Vehicle On-board systems for electronic tickets
In an Electronic Ticket System, it is usually called “On-Board System” (OBS) along with units which
allow Electronic Travel Document (ETD) use.
Use
The function of On-board systems is to allow ETD’s to be validated. To this end, the OBS has to fulfil
other tasks as well, such as:
•
Communication function - ticket validators must receive configuration parameters and various
types of lists from the system in order to operate and must also subsequently return the files
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about ultimated transactions and history recording the most important events concerning the
Automated ticket system to it (i.e. when it was turned on, off , malfunctions, etc)
•
Vehicle pinpointing function – designed to determine the stop number or area in order to
apply georeferenced dynamic fares.
•
Driver interface function - which enables drivers to check if the validating machine is
operational and turn it off during ticket inspections. Where localisation is available, a higher
degree of interconnection with drivers is required, both to verify the vehicle’s correct
geographic position, as well as to input auxiliary information (line number, shift, trip number,
etc.).
•
On board sales function - to enable drivers to sell tickets on board or recharge prepaid cards
or passes.
On-board System components
The following are On-board System Components:
•
One or more ticket validators;
•
The driver’s console, potentially including on board sales/topping up options;
•
Communication apparatus;
•
On board computer;
•
Potential accessories.
With the exception of validation units, other apparatus may or may not be present. Only in rare cases
the validating units are not on board but replaced by ticket vending units which validates the tickets as
well.
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7
A FEW EXAMPLES OF INTEGRATED FARE SYSTEM
7.1
Study case: “Io Viaggio” (I travel) Project – Lombardy region
The Currently active integrated fare systems in Lombardy are:
•
SITAM, which encompasses the Milan metropolitan area;
•
Io Viaggio (I travel), managed by Trenord, active sinve 2011 with various shades: IoViaggio
Ovunque in Lombardia (I travel anywhere in Lombardy), IoViaggio Ovunque in Provincia (I
travel anywhere in the province), IoViaggio In famiglia (I travel in my family) and IoViaggio
Trenocittà (I travel CityTrain
•
CRT – Regional Transport Card (The so-called “tesserone – big card”);
•
CRS – Regional Service card (Valid for transport since May 2012
7.1.1.1
Io Viaggio (I travel)
The Lombardy Region has introduced three types of concessional cards and tickets, called “Io
Viaggio” in order to encourage use of public transport, with a regional decree DGR N1202 on the
29th of December 2010.
•
•
•
•
Io Viaggio Ovunque in Lombardia ( I travel anywhere in Lombardy ) Io Viaggio in Famiglia ( I travel in my family ) Io Viaggio TrenoCittà ( I travel CityTrain ) Io Viaggio Ovunque in Provincia ( I travel anywhere in the province ) LOMBARDIA REGION - PAVIA PROVINCE
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Io Viaggio ovunque in Lombardia ( I travel anywhere in Lombardy ) is a new integrated travel
card which is valid on all public transport vehicles in Lombardy (city and long range buses, trams,
electric cable-buses and underground, suburban trains and local 2nd class trains, lake Iseo ferries,
call services, public cableways and cable cars) which includes cards valid for 1,2,3 or 7 consecutive
days or monthly, seasonal or year passes. In order to be granted use of trains as well (EuroStarCity,
EuroCity, InterCity, Malpensa Express) additional purchase of the “Carta Plus Lombardia” is required.
The pass must always be held along with the Io Viaggio card which is available at railway station
ticket offices throughout Lombardy. On the other hand tickets do not need to be carried along with the
card but the owner’s name and surname must be written on the back of them
Discounts for juveniles up to 14 years of age accompanied by parents are available as well as special
fares for families with more than one child: with Io Viaggio in Famiglia (I travel with my family), an
adult with a travel document which is valid for the line in use may accompany one or more kids on
that same line free of charge as long as they are relatives (parents-sons, grandparents-nephews
uncles-nephews, brothers and sisters). Discounts on monthly and annual passes are also available
for people under 18 years of age if one member of the family is a Lombard pass holder. This discount
is applicable to all monthly and annual regular fare passes sold by the company
Io Viaggio Trenocittà ( I travel CityTrain ) is the integrated monthly pass valid from the first day to
the last day of the month it covers, which enables commuters use of regional railways from any
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station in the TUR fare scheme, along with local municipal transport systems in capital municipalities
with any vehicle (tram, underground, bus and electric cable bus).
Io Viaggio Ovunque in provincia ( I travel anywhere in the province ) , available since the 1st of
January 2012, is an integrated provincial card, valid from the first to the last day of the month it
applies to, after the issue of an identification card by the provincial transport service
managing company. It is valid on all public transport inside the province (city buses, long range
buses, suburban trains and regional second class trains): it’s ideal for travellers who need to take
different vehicles to reach their destination in the same province, even if the line to get there crosses
through other provinces. It has different fares depending on the province it applies to. It can’t be used
to travel to other regions or provinces, meaning trips which originate or end up in different regions (for
example Vigevano-Novara) or provinces (for example Pavia-Milan).
The pass is unified for the Milan Province and Monza-Brianza and enables trips in the whole of the
Milano province as well as the Monza-Brianza Province, on local public transport.
7.1.1.2
CRS – Regional Service Card
The CRS facilitates access to Public Administration online services, both locally and regionally, as it
allows a secure identification of the user. ID recognition through the PIN and CRS only authorises
operations by the CRS cardholder. The CRS basically is needed to guarantee citizen’s ID recognition
and transaction security in online services.
CRS enables access to social and healthcare services, regional education services, job services, tax
services, authorisations, etc., to various Public Administration services (commerce, tax, jobs, urban
planning, culture, social aid, etc.), to services offered by central administration regarding pensions
and taxes.
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As of April 2012 a new experimental phase involving 15000 pass holding citizens has started,
whereby the citizens selected who own an “itinero” card or a regional pass or an expiring CRT
“Intera” card, will receive a new CRS which shall enable them to upload regional public transport
passes onto it.
It will therefore be possible to charge the card with selected integrated passes in the “Io viaggio”
scheme and tickets and passes for the Trenord network (carnets, weekly, monthly and annual
passes) at authorised vending points.
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8
TRANSPORT ISSUES IN THE PAVIA PROVINCE AND IN THE OLTREPO
PAVESE ARES
8.1
The Pavia Province – Organisation of the Territory and Transport Sector
The main duty of the Territory and Transport Administration Sector of the Pavia Province is
to program Local Public Transport, meaning the management of the transport service
network in the three areas in which the province is divided (Pavese, Oltrepò, Lomellina). This
planning task is also connected with private road passenger and goods transport
management.
The combination of Territory and Transport is justified by the fact that road transport is strongly
intertwined with transport management, which is in turn connected with territorial management and
therefore environmental quality and standards of life. The Provincial Territorial Coordination Plan is
the main instrument used for territorial governance, as it may be used to wisely combine new
productive sites and environmental conservation and respect.
The Pavia Province is in charge of planning the local public transport network in order to:
•
Develop the transport service network, guaranteeing the satisfaction of commuters’ transport
needs;
•
Improve service quality, increasing their frequency and reducing their travel time;
•
Improve territorial user friendliness, empowering services through integrative financial
intervention in aid of new connections;
•
Improve the system’s security and management efficiency;
Users Concerned by the Sector’s activities are both resident ones and occasional ones, meaning the
fluctuating population, especially tourists.
From this point of view, the Province’s aims in terms of Public Transport management and planning
are:
•
to incentive people’s mobility through use of innovative, personalised, sustainable collective
transport services;
•
to create the impression in tourists’ mind of a unified provincial system and to promote local
tourism;
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•
to connect local authorities, transport providers, tourism service providers, accommodation
services, inhabitants, commuters and tourists
•
To publish information services for travellers, highlighting, among other things, LPT lines,
timetables, and nearest public transport stops.
8.1.1.1
LPT provincial road service
In the overall local public road-transport network scenario, the Province has the task to plan, authorise
and manage the non urban (long range) public bus services. Currently, according to data published
online by the Provincial Administration, the 74 lines under Provincial competence put in place over
11,285,647 buses/km, with an average daily availability of 1,860 bus services. These services are
organised in sub-networks corresponding to the areas in which the Province has been divided
•
Pavese Sub-network
•
Lomellina Sub-network;
•
Oltrepo Sub-network: in this sub-network there are 35 bus lines, currently managed by the
ARFEA S.P.A. Company.
8.1.1.2
The “flexibus” on-demand service in the Oltrepò
As of April 2011, a new type of public transport, called “flexibus”, has been applied to some bus lines
and services in the hilly and mountainous regions of the Oltrepò Pavese
Currently operational call services are the result of an experience which has involved various
municipalities in the Oltrepò Pavese Mountain Comunity. Various experimental runs in the area are
the result of projects developed by the GAL and local authorities in the European LEADER+
(2002/2008) framework initiative. Positive effects deriving from this experimental service, activated
over various years (which gradually involved more and more municipalities) highlighted the fact that
the use of flexible transport on demand effectively answered the resident and seasonal population’s
displacement needs in the area.
The service is currently provided by the ARFEA Company based in Alessandria, with various
modalities which can be found on-line in the company’s website, and must be booked by customers
beforehand.
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Flexibus follows a very simple formula: travellers book the following days’ trips by phone and the bus
picks them up at the local bus stop of origin.
Call-transport is an on-demand service: its timetables and routes are organised in groups of individual
travel demand, based on small catchment areas (with a radius of about 20km) in order to avoid
monopolising buses with overly long trips.
Booking can be made only by calling a phone number which is operational from Monday to Friday,
from 8AM to 1200 and from 2 pm to 4pm; the booking call must be made within the day prior to the
displacement, whereas in the case of Sunday trips, booking must happen within Friday. Passengers
wishing to use specific trips in various days may book them all with one weekly call.
Booking time limitations have been put in place in order to improve transport service organisation, and
give a wider choice range to passengers with regards to potential alternative solutions
Depending on the registered number of bookings and their distribution, the ARFEA call center
operator decides the Flexibus’ itinerary and informs the clients of the bus stop nearest his or her
house. Furthermore, the operator asks the client if he or she intends to do a round trip, in order to
ensure a high quality service which is based on demand.
Flexibus can be used by buying single tickets and passes.
8.2
8.2.1
Sustainable transport projects in the Pavia Province
The “Pavia – Varzi” greenway
The greenway, meant as a green path not open to motorised vehicles, is a multifunctional ecological,
historical, cultural and leisure corridor, and an excellent example of sustainable development.
The development of a greenway system is connected to the identification of a continuous path
between Milan, Pavia and Varzi, thus implementing a common project development strategy aimed at
highlighting the importance of waterways, reclaiming abandoned infrastructures, promoting projects
which are compatible with the environment and the surrounding landscapes, searching connections
with what has already been put in place or is about to be.
The Milano-Pavia-Varzi greenway was born as a project by the Scuola Europea di Studi Avanzati in
Gestione Integrata dell'Ambiente (European School for Advanced Integrated Environmental
Management), part of the Istituto Universitario di Studi Superiori di Pavia (I.U.S.S.) (Pavia Higher
Education University School), thanks to a three year funding scheme from the Fondazione Banca del
Monte di Lombardia bank.
It is a walking and cycle path based on the international concept of greenway, which is intended as
the recovery of pre-existing natural and anthropogenic features in order to transform them into
multifunctional corridors (ecological, historical, leisure oriented) and inform the public about local
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heritage. The project strategy consists of reclaiming waterways and separating them from motorised
traffic. The route is 112 km long and crosses the Milan and Pavia Provinces’ countrysides
The Milan – Pavia – Varzi greenway system, which follows the agreement protocol signed by the
Lombardy region, Milan and Pavia provinces, Pavia municipality, Comunità Montana (mountain
community body) of the Oltrepò Pavese, Valle del Ticino Nature reserve and Parco Agricolo Milano
Sud agricultural reserve was inaugurated in the summer of 2005 (the Milan-Pavia segment). The path
follows a few water bodies which would potentially be very interesting, were they converted
environmentally and from a hydrologic and historical point of view. In the Varzi – Voghera segment
the planned greenway path follows an abandoned railway line. The suggested itinerary crosses
agricultural land enabling connections between historic town centres, with the aim of enhancing the
touristic/ recreational, cultural/historic and architectural treasures which coexist in the area. Its aim is
also to promote cycling as an alternative means of transport between municipalities.
8.2.2
The “Retorbido - Rivanazzano Terme” Greenway
The Lombardy regional council has recently sent funding to the Pavia Province, through resources for
the Piano di Sviluppo Rurale 2007 - 2013 (2007-2013 Rural Development Plan), through the GAL
(local action group) – Fondazione per lo Sviluppo dell’Oltrepò pavese (Foundation for the
development of the Oltrepò Pavese area) (Leader Axis IV, Measure 313), for the project regarding a
cycle path between the Retorbido Municipality and the Rivanazzano Terme municipality, to be built on
the municipalities’ land, with a total length of 3.5km.
The path follows the abandoned Voghera-Varzi railroad which almost completely followed the path of
the Staffora River.
The cycle path – rural greenway- between Retorbido and Rivanazzano Terme, which connects the
valley of the Staffora river to the Oltrepo hills and to the Voghera metropolitan areas will be an
incentive for local rural sustainable – by bike, horse or foot- tourism, making it less seasonal as well.
The “Terre Alte” (high lands) hiking path system. Il sistema escursionistico delle “Terre Alte” As for the previous initiative, through the 2007/2013 PSR (rural development plan) Leader Axis IV, the
Gal (local action group) – Fondazione per lo Sviluppo dell’Oltrepò pavese (Foundation for the
development of the Oltrepò Pavese area) the Comunità Montana Oltrepò Pavese has been handed
funds for the “Sistema Escursionistico delle Terre Alte” or “Terre Alte” (high lands) hiking path system (measure 313) This is a project which is particularly important for the social and cultural development of the area:
with the Terre Alte hiking system – which is owned by the Comunità montana – the Oltrepo territory
will be able to concretely promote its environmental and landscape heritage. More than 700 km of
cycle/pedestrian paths amid medium/high mountains shall be connected, signposted and made
transitable thanks to specific technical maps which will illustrate the paths and territory, to be made
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available nationally through guidebooks. Information for hikers shall be available on-line and through
Smartphone applications.
8.3
Pavia Province Sustainable Transport Center Centro di Mobilità Sostenibile
della Provincia di Pavia
The Pavia Province has hypothesized the creation of a provincial Sustainable Transport Centre
(CMS). It would be in charge of managing transport data entirely, both from the transport offer point of
view (information regarding lines, timetables, local providers as well as regional and national
ones),and from the opportunities which may arise for the territorial development of services and
events (Identification of public places of interest, local commercial, touristic, social and cultural
events).
By creating the CMS, the Pavia Provincial administration intends to define the following generic aims:
•
Encourage people’s displacements by means of LPT, even by using innovative sustainable
and personalized collective transport.
•
Promote tourist attractions and offer incentives to culture, by informing about and giving more
importance to territorial heritage, enabling tourists to perceive the presence of one single
provincial system capable of promoting local tourism;
•
Create a network of local administrative bodies, travel companies, tour operators,
accommodation suppliers, citizens, commuters and tourists.
•
Publish information regarding transport, highlighting, among other things, public transport
stops nearest the installed unit.
Practically speaking, the “CMS” service will be the core information database for all transport services
in the Pavia Province, accessible on the administration’s website, with various possible uses for
clients.
Firstly, a technologically advanced travel planner will be available to citizens to ease their integrated
access to information which will enable them to reach their chosen destination and/or specific point of
interest, by using public transport and other collective means of transport.
Secondly, the service’s network shall enable the Provincia di Pavia administration to guarantee
access to detailed information services regarding public transport throughout their territory to more
than 550.000 citizens, thus following the integrated transport logic faithfully.
Finally, the CMS network shall enable interaction between users and administration: collected data
shall enable constant evaluation of citizen’s satisfaction with the service used.
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8.3.1
Software/hardware infrastructure of CMS
The “CMS” system is physically made of a HW infrastructure and of a network to provide services
which use the internet as means of communication.
The CMS network will enable direct access to travel information through direct interaction with an
area of the Provincia di Pavia website, activating a window containing independent features, which
shall be customizable according to specific graphic and technical needs.
This window will determine access to data previously certified by provincial governing administrations.
The following table lists the categories of data which the system will manage:
Table 3 – list of categories of data managed by CMS
1
Categories
Managed data
Public transport services
City bus lines
Long range bus lines
Railways (regional transport)
2
Points of interest for transport
Bus stations
Railway stations
Airports
Parking lots
Interlink parking lots
Ticket offices and vending points
Recharge units
Bike sharing
Cycle paths
Camper friendly parking areas
Taxi points
3
Territorial points of interest
Accommodations
Art and Culture
Hospitals
Shops and Restaurants
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Religious sites
Education
Governing bodies and public offices
Leisure
Nature
Sport centres
Events
Congresses
Leisure
Food and drink
Sport events
Fairs and Markets
Expositions – cultural activities
Music
Historic or memorial events
Spirituality
Theatre – Dancing- Cinema
Popular traditions
8.3.2
Services provided by the provincial CMS
The Sustainable Transport Centre can bring improvements and innovation to public transport service
in the Oltrepo Pavese area. Specifically, the following services will possibly be developed and made
accessible by the network:
a. Innovative local public transport services, through the continuation of the on-demand
transport service, for example, in order to improve use of public transport, optimising trips and
reducing environmental impact;
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b. Innovative real time information services by means of an on-demand sms service, as well as
information service at bus stops in order to improve user friendliness of public service before
and during the trip.
c.
Bike sharing services for short displacements, to be integrated with local public service;
d. Improvements in perceived on-board security, by increasing remote surveillance, in order to
encourage use of transport for those – currently potential - customers who do not use public
transport today or prefer to avoid it in certain hours due to lack of perceived security on board.
e. Monitoring systems for travellers’ use of transport vehicles;
f.
Detailed monitoring of the service’s punctuality and regularity, in order to check the fulfilment
of the contract signed between service provider and the Pavia Province.
We hereby list the details of the various services planned.
8.4
The opportunity to develop integrated transport services in the Pavia
Province and in the Oltrepo Pavese areas.
Before proceeding to the feasibility evaluation a more generic consideration must be made, regarding
the issue examined and the state of the art vision described in previous pages.
1) Do solid and effective conditions exist in Lombardy, and/or in the Pavia Province, for the actual
implementation of public transport integration policies capable of efficiently involving the above
territories and addressing specific travel needs?
2) Is there a real chance for the success of a project which, by using a bottom-up process, may
obtain tangible results and give the public an innovative service by integrating fares and supplying
multimodal transport?
3) Furthermore, is there a chance to create an integrated service which may also satisfy tourists’
needs of public service, and not only the needs of everyday users?
The regional context is the ideal base on which to build an answer to these questions. The “Io viaggio”
program is the starting point when reasoning about the creation of an integrated, locally based service
in the Pavia Province specifically for the Oltrepò Pavese area.
Use of public services through payment by CRS card or mobile phone, or by buying tickets on line or
with a debit/credit card, are all fundamental criteria for the development – which is currently in
progress – of an integrated fare system for the Lombard public transport service. The main goal of the
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new fare system is to enable travellers to move around using the entire public transport network, be it
rail or road, urban or long range, with one ticket or card only which should be valid for any public
transport vehicle, including ferries and tourist services. Hence citizen’s mobility would be encouraged
across the entire region, as payment would be simplified and public transport would be more
attractive to people than the use of private vehicles. The following step –which is also about to take
place – is the progressive integration between different means of public transport, like bike sharing,
car sharing, intermodal car parking areas, taxi services.
The new ticket system will bring along the progressive disuse of paper tickets and their substitution by
means of an electronic card. Today it is already possible for a small amount of travellers to use
Lombard public transport by using the CRS card. Shortly the whole network shall be accessible
through payment by mobile phone, which is an option already available in some areas. The ticket
vending network is also moving towards integration of the LPT system.
Through the concepts and products which are already active in Lombardy, we indicate the
starting point of the project for the Oltrepo Pavese Area.
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9
FEASIBILITY ASSESSMENT OF THE INTRODUCTION OF AN INTEGRATED
FARE SYSTEM IN THE OLTREPO’ PAVESE AREA
In The Oltrepo Pavese territory use of public transport may be made more attractive through the
implementation of an integrated ticket system. Furthermore, it must provide clear and user friendly
information regarding the system’s use to all its potential buyers through the positioning of specific
information points related to the trip and possibilities of intermodal displacement .Tables in the
following pages depict elements which together describe an integrated ticket system and relative
feasibility evaluations regarding their potential application in the area concerned by the study, the
Oltrepò Pavese.
More specifically, the following categories of evaluated elements are highlighted:
•
Subjects which are concerned by the project (final users)
•
Subjects interested in the project (partners)
•
Expected impacts deriving from the introduction of the system
•
Operational implementation phases
•
Integrative measures to enhance positive effects
•
Required investments
•
Main elements for the system’s success
•
Risk evaluation
For each element of the above categories the following criteria have been evaluated and described,
seen in the context of the Oltrepò Pavese area:
•
Element’s adaptability
•
Feasibility indication
•
Necessary conditions for feasibility
Some brief feasibility comments have been posted at the foot of the tables.
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9.1
Subjects which are concerned by the project (final users)
The following concerned people (individuals or groups) and organizations should be taken into
account in the system’s planning stage; some of them may be involved – as informal consultants or
project supporters – in implementation phases, also as a consequence of the definition of their
specific transport needs.
N.
Element description
D.1
Current public transport
users living in the study area
Adaptability
to context
Feasibility
evaluation
Necessary conditions for feasibility
YES
YES
Special attention must be paid to this user
category, who should have the chance to try
out tickets, instruments and hardware in the
experimental phase of the project;
they should preferably be involved in the
system’s project building and planning
stages ;
furthermore, these users should be
contacted through specific surveys during
the system’s planning stage in order to
gather information regarding their specific
travel needs
D.2
Potential users which live in
the study area
YES
YES
These users should be contacted during the
system’s planning stage in order to gather
information regarding their specific travel
needs and assess a potential shift in their
choice of means of transport; furthermore,
their potential choice of LPT as a function of
new integrated fares must be taken into
account;
finally, verification of the new LPT offer must
take into account the possibility of defining
new types of innovative and/or flexible
transport services (like extended ondemand service)
D.3
Different specific service
user groups living in the
YES
YES
Specific listening strategies must be
implemented in the area in order to gather
the travel requests and needs of specific
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area
user groups.
More in detail, in order to stay in line with the
LEADER+ program project policies, which
are designed to avoid social exclusion of
parts of the Oltrepò Pavese population, the
following social groups shall need to be the
expected users of specific transport services:
D.4
Current non resident users
and/or potential users
YES
YES
• Juvenile citizens and students (between
14 and 29 years of age)
• Young citizens (between 14 and 29 years
of age)
• Senior citizens (over 65s)
• Families (parents and sons; adults and
children
• People with reduced mobility
• People employed by local businesses. The
definition of their needs could be the object
of specific surveys in the specification
planning stages of the project.
From the point of view of project
development for a service which shall also
be engineered to give resonance to the
Oltrepo Pavese area’s touristic attractions,
the following different user types must be
taken into account:
• Tourists visiting the Oltrepo area for more
than 3 days
• One-off visitors to the Oltrepo area staying
for less than 3 days
Both groups could benefit from an integrated
public transport system.
D.5
Associations (and
associates)
YES
YES
All those who are busy working in the
Oltrepo in the accommodation, cultural,
commercial sectors, for territorial
development and valorisation, could
ultimately be handed special integrated
fares, as promoters of “all inclusive”
schemes for tourists
D.6
Private companies
YES
YES
These actors can be involved in the project
as potential suppliers of technical
competences and/or HW and SW
instruments (transport companies for
example), furthermore medium sized and
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large local businesses must be informed in
order for them to supply information related
to their employees’ travel needs and
choices, especially with regards to how they
travel from their home to work.
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9.2
Subjects involved in the project (partners)
The following partners must be involved in order to efficiently implement measures:
N.
Element description
Adaptability
to context
Feasibility
evaluation
P.1
Actors responsible for
strategic decisions
YES
YES
a.
b.
c.
Local
public
administrations
Territorial
public
administrations
Public
transport
authorities
Necessary conditions for feasibility These actors must aide project development,
promotion and implementation of the new system
as well as creating a strong local partnership.
Specificlly, the following are called upon for active
roles:
• The Pavia Province administration
• Oltrepò area municipal governing bodies
• Local healthcare bodies
The presence of local politicians (provincial
transport commissioner, Mayors of the Oltrepo
municipalities) from the start of the planning
process helps maintain continuous support to the
definition of the new system.
Their actions must be aimed at highlighting
advantages brought by the implementation of the
system, whilst pointing out its relevance to strategic
transport policy guideline documents and/or to
actions regarding transport which have already
been taken.
P.2
LPT Providers
YES
YES
These are the companies managing the transport
system. Specifically, in the Oltrepo area there are
three companies managing the road LPT network,
each operating in three sub areas in which the
Pavia Province is divided:
• Pavese area: PMT Srl
• Lomellina area: Lomellina Trasporti Scarl
• Oltrepo area: ARFEA SpA
Furthermore, the presence of the Trenitalia
(company managing train services) must be taken
into account.
Public programming bodies (Regional and
Provincial governments) should coordinate
workshops and meetings.
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P.3
Funding bodies
NO
NO
P.4
University and research
centers
YES
YES
These actors can be involved as competent agents
for public transport dynamics analysis and planning
of new services; Universities can also be called
upon as users of the service with regards to travel
from home to school and work.
P.5
Private companies
YES
YES
These actors can be listed as potentially interested
in the project as providers of technical know-how
and/or software or hardware instruments.
P.6
Local NGO’s dealing with
sustainable transport
YES
YES
In order to be usefully involved, all competent
NGO’s in the Oltrepo Pavese area dealing with
sustainable transport may be identified (for
example cyclist travel associations), as they can
take part in the new system’s planning process;
furthermore, such subjects may be used as testers
for new proposed elements (especially with
regards to intermodality between bikes and LPT
vehicles), as well as in promotional activities during
the system’s start-up
P.7
Associations (and associates)
YES
YES
All actors in the Oltrepo area involved in
accommodation services, culture, commerce,
territorial heritage development and appreciation
may usefully contribute to the development of new
integrated tickets and fares for tourists and visitors.
9.3
Expected impacts of the system’s introduction
The impacts and consequences of the introduction of the integrated fare system apply to all final
users above listed and analysed. As for the beneficiaries, (users, managers, public administration,
etc.) the following table points out some elements to evaluate these impacts.
N.
Element description
I.1
Increase in passenger number
for Public
Adaptability
to context
Feasibility
evaluation
Necessary conditions for feasibility
YES
YES
New services may be successful, thus
attracting new customers, which
consequently may become frequent
users, only if carefully planned, especially
in mountainous parts of the territory
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I.2
Drop in private car numbers
YES
NO
Considering the spread-out nature of
housing and towns over the territory, it’s
hard to envision a meaningful reduction of
displacements made by car or private
vehicle especially when it comes to non
systematic trips.
I.3
Greater customer satisfaction
YES
YES
New services may increase customers’
satisfaction, by offering service which
corresponds to users’ real travel needs
and by unifying tickets and cards
I.4
Money saving due to fare
reduction
YES
NO
Not applicable in the first phase of the
service.
I.5
Increase in public transport
reliability and efficiency
YES
YES
Better travel conditions brought by with
the introduction of fare integration may
lead to an increase of perceived quality
for users, both frequent and sporadic
ones (tourism in the Oltrepo Pavese)
I.6
Introduction of further
information sources for/about
customers
YES
YES
Intermodal fare integration must be
accompanied by specific local publicity
campaigns aimed at both resident citizens
and tourists. In this direction the Provincial
CMS platform may be of help.
I.7
Creation of new transport
markets
YES
NO
These do not appear connected to actions
planned by the project
I.8
Improvement of access to LPT
services
YES
YES
This is the main aim of the integrated
system, especially in the Oltrepo area, in
which social exclusion is highly possible
due to the territorial morphology.
I.9
Introduction of a more flexible
fare system which adheres to
customers’ needs
YES
YES
The chance to have access to flexible
fares for each customer category must be
the primary aim of the integrated system,
in order to satisfy travellers’ strongly
diversified expectations specifically,
different fares must be predisposed for
future integration of services which aren’t
connected to travel but are complements
to it ( for example access to heritage sites
in the Oltrepo area)
I.10
Better service quality thanks to
planning based on passenger
YES
YES
Service monitoring, which also takes
place thanks to an integrated system, can
provide sound, complete and specific data
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traffic data collection
I.11
Fraud control and avoidance
concerning passengers using the system,
the trips they take and which fares they
use. All this can be made easier by the
introduction of integrated fares, especially
in an area of such territorial diversity as is
the case of the Pavia Province.
YES
YES
Ticket and transaction widespread
traceability also through ticket validation
and stamping each time a vehicle is taken
(check-in and out) inevitably leads to a
decrease in fraud numbers.
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9.4
Implementation stages
For an efficient introduction of the new integrated fare system in the Oltrepo Pavese, the following
potentially implementable operational stages are hereby described, in order to evaluate their
adaptability to the context and their feasibility.
9.4.1
Stage 1 Data collection necessary for initiation of the integrated fare project
N.
Element description
1.1
Analysis of legal dispositions
a.
b.
c.
Adaptability
to context
Feasibility
evaluation
Necessary conditions for
feasibility
YES
YES
Coordination by the Pavia Province
appears to be a pivotal element, along
with the involvement of transport
companies in the fare and ticket
system.
Concession rights
Funding system
Fare
revenue
distribution
Transfer of conditions already used by
regional ticket system is fundamental
for the solution of organisational and
procedure problems
1.2
Study of the defined area
YES
All the activities described are
prerequisites for the extended
implementation of the service in the
area in this analysis
YES
YES
All the activities described are
prerequisites for the extended
implementation of the service in the
area in this analysis
a.
1.3
Current state of public
transport network,
b. Current state of current
ticket system
c. Current
state
of
urban/territorial policies
of area involved
d. Application to national or
regional railway system
e. Current state of different
providers’ networks.
Behavioural analysis and
market study of customer
needs
YES
a.
b.
c.
d.
Displacement habits
Perception
of
different travel types
Customer
satisfaction
Use of special fares
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and cards
Research and choice
of potential uses of
various fares and
cards
Users’ specific needs analysis
e.
1.4
YES
All the activities described are
prerequisites for the extended
implementation of the service in the
area in this analysis
YES
YES
Refer to the “io viaggio” fares for
Regional integrated transport,
specifically, to “io viaggio ovunque in
Provincia”
a.
1.5
Analysis of origin and
destination models
b. Needs of specific users
(senior citizens, people
with special needs or
reduced mobility)
Updated analysis of fare
definition systems
YES
1.6
Updated analysis of payment
systems and ticket vending
services
YES
YES
Refer to the “io viaggio” integrated
regional system
1.7
Examination of past integrated
fare system experiences in
cities or territories comparable
to the study case
YES
YES
Refer to the “io viaggio” integrated
regional system and to previous
integration experiences in local
contexts already operational in
Lombardy
1.8
Current knowledge analysis of
available information
technologies, of organising
structures, of actors to be
involved which may be
interested.
YES
YES
Refer to the “io viaggio” integrated
regional system
1.9
Analysis of compatible funding
plans for the introduction,
implementation and
maintenance of the service.
YES
YES
All the activities described are
prerequisites for the extended
implementation of the service in the
area in this analysis
1.10
Evaluation of current state of
public transport information
infrastructure
YES
YES
All the activities described are
prerequisites for the extended
implementation of the service in the
area in this analysis. Specifically, refer
to the state of progress of the Centro
di Mobilità Sostenibile della Provincia
di Pavia (Center for sustainable travel
of the Pavia Province) project
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9.4.2
Stage 2 – Formal decisions to be taken for the implementation of the integrated ticket
system
N.
Element description
2.1
Agreement about shared
methods on the part of all
transport providers,
especially regarding
a.
b.
Adaptability
to context
Feasibility
evaluation
Necessary conditions for feasibility
YES
YES
Definition of such agreements (see
also definition of agreements) between
project partners must be coordinated
by the Pavia Province with the
cooperation of companies locally
involved in ticket production.
Funding provided by
operators
Consequent
revenue distribution
Definition of a clearing model, though
locally fitting, has to transfer conditions
already in place on a Regional scale.
2.2
Meetings to decide if
providers should initially pay
commission from the
beginning of the project or
only after a certain period of
time from its implementation.
NO
NO
Not applicable
2.3
Choice of appropriate new
technologies
YES
YES
Depending on its budget and technical
complexity, the Oltrepo Pavese project
should choose technology most
suitable and compatible with standards
in place in the Regional integrated
system.
2.4
Partnership agreements for
use of smart cards for other
applications (museum tickets,
sport and leisure tickets, etc.)
YES
YES
These decisions are set in the Centro
di Mobilità sostenibile project by the
Pavia Province, in which subjects and
necessary data for the integrated
service’s operational efficiency are
stated.
2.5
Agreements regarding
partnerships and use of one
single integrated multimodal
and multi-operator
YES
YES
These decisions are set in the Centro
di Mobilità sostenibile project by the
Pavia Province, in which subjects and
necessary data for the integrated
service’s operational efficiency are
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information system.
2.6
Agreements on the definition
of a subject (or a team)
responsible for
implementation
stated.
YES
YES
The integrated ticket system must be
implemented with the coordination of
the Pavia Province
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9.4.3
Stage 3 Integrated ticket system planning
N.
Element description
Adaptability
to context
Feasibility
evaluation
3.1
Definition of ticket types
YES
YES
Refer to the “io viaggio” regional
integrated system ticket types,
specifically to the “io viaggio ovunque
in procincia” fares.
3.2
Fare definition.
YES
YES
Refer to the “io viaggio” regional
integrated system ticket types,
specifically to the “io viaggio ovunque
in procincia” fares.
3.3
Definition of general
availability, registration,
payment and collection of
tickets and cards.
YES
YES
Refer to methods already used by the
regional integrated system,
appropriately introduced into the Pavia
Province context in order to safeguard
the current ticket vending system.
3.4
Choice of ticket type (paper,
electronic)
YES
YES
The choice is to be defined on the
basis of the local project’s time plan
and modalities. Paper tickets may be
introduced in the Oltrepo area at the
beginning of experimental stages, and
should be subsequently replaced by
smart cards, also taking developments
of regional projects into account .
3.5
Definition of monitoring and
management strategies
YES
YES
These decisions are set in the Centro
di Mobilità sostenibile project by the
Pavia Province, which specifically
states data to be collected and
managed in order to properly run the
integrated system.
3.6
Selection of other services to
be integrated into the system
(i.e. car sharing, bike
sharing, parking areas, etc.)
YES
YES
These decisions are set in the Centro
di Mobilità sostenibile project by the
Pavia Province, in which subjects and
necessary data for the integrated
service’s operational efficiency are
stated. Specifically, integration of bike
sharing systems must be integrated in
view of the development of the “Pavia-
Necessary conditions for feasibility
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Varzi” greenway.
3.7
Define technical and
functional specifications for
an integrated information
service
YES
YES
These decisions are set in the Centro
di Mobilità sostenibile project by the
Pavia Province, in which subjects and
necessary data for the integrated
service’s operational efficiency are
stated.
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3.8
Establish information to be
provided and its format
YES
YES
These decisions are set in the Centro di
Mobilità sostenibile project by the Pavia
Province, in which subjects and
necessary data for the integrated
service’s operational efficiency are
stated (see also data list regarding
transport and territorial management by
means of CMS information network)
3.9
Select information points and
channels
YES
YES
These decisions are set in the Centro di
Mobilità sostenibile project by the Pavia
Province, in which subjects and
necessary data for the integrated
service’s operational efficiency are
stated. (see also data list regarding
transport and territorial management by
means of CMS information network)
Multilingual service for foreign tourists
should also be planned.
Adaptability
to context
Feasibility
evaluation
Necessary conditions for feasibility
In case of choice of electronic card:
N.
Element description
3.10
Definition of technical
aspects of smart cards
Refer to the “io viaggio” regional
integrated system and standards
defined for the CRS (Regional Service
Card).
3.11
Definition of technical
characteristics of ticket
vending machines
Refer to the “io viaggio” regional
integrated system and standards
defined for the CRS (Regional Service
Card).
3.12
Definition of technical
characteristics of ticket
validation machines
Refer to the “io viaggio” regional
integrated system and standards
defined for the CRS (Regional Service
Card).
3.13
Definition of graphics of the
user interface and of
software configurations
Refer to the hw/sw requisites in the
Pavia Province’s Centro di Mobilità
Sostenibile system and to the chances
of integration with this network and
other pre existing ones in neighbouring
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territories in the region.
9.4.4
Stage 4 – Tender for implementation of integrated ticket system
N.
Element description
Adaptability
to context
Feasibility
evaluation
4.1
Call a tender to name
actuating subject responsible
for the system.
YES
YES
Have defined executive ticket system
project management and expected
Oltrepo Pavese system in previous
stages.
4.2
Call a tender to name
experts responsible for
project development and
supply of new integrated
ticket vending systems.
YES
YES
Have defined executive ticket system
project management and expected
Oltrepo Pavese system in previous
stages.
4.3
Call a tender to name
experts responsible for the
development and supply of
the new integrated
information system.
YES
YES
Have defined executive ticket system
project management and expected
Oltrepo Pavese system in previous
stages.
9.4.5
Stage 5 – Implementation and installing of integrated ticket system
N.
Element description
5.1
5.2
Necessary conditions for feasibility
Adaptability
to context
Feasibility
evaluation
Necessary conditions for feasibility
Connection between central
ticket integration
management system (ticket
office server) with fare
management systems and/or
management of other
transport providers.
YES
YES
Refer to the “io viaggio” regional
integrated system and standards
defined for the CRS (Regional Service
Card).
Adoption of internet software
(for example for online
subscription to smartcards)
YES
YES
Refer to the “io viaggio” regional
integrated system and standards
defined for the CRS (Regional Service
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Card).
5.3
Production and distribution of
equipment (ticket vending
machines, ticket validating
machines, etc);
YES
YES
Refer to the “io viaggio” regional
integrated system and standards
defined for the CRS (Regional Service
Card).
5.4
System startup and testing
YES YES The startup of the integrated fare
system in the Oltrepò area may be
implemented by means of
experimentation on specific user types
or specific tickets.
5.5
System installation (on a
wider scale)
YES YES Monitoring of the experimental start-up
of the local project, as well as result
checking are necessary in order to
optimise the final system and install it
on a Provincial scale.
9.4.6
Stage 6 – Promotion of new integrated ticket services and of their advantages
N.
Element description
Adaptability
to context
Feasibility
evaluation
Necessary conditions for feasibility
6.1
Definition of criteria for
promotion of the new
integrated ticket services
YES YES Refer to criteria used on regional scale
in the “io viaggio” project
6.2
Definition of promotional
criteria for new integrated
information services
YES YES Refer to criteria used on regional scale
in the “io viaggio” project as well as the
Centro di Mobilità sostenibile project by
the Pavia Province, in which subjects
and necessary data for the integrated
service’s operational efficiency are
stated.
A multilingual service should be
planned for foreign visitors
6.3
Marketing campaign planning
YES YES As well as regionally used marketing
instruments, specifications of the local
campaign are to be set and agreed
with defined partners.
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9.4.7
Stage 7 – Evaluation and monitoring of the new integrated fare
N.
Element description
Adaptability
to context
Feasibility
evaluation
Necessary conditions for feasibility
7.1
Monitoring of trustworthiness
and precision of collected
data.
YES YES Refer to the Centro di Mobilità
sostenibile project by the Pavia
Province, in which subjects and
necessary methods and instruments for
user and efficiency data collection for
the integrated service are specifically
defined.
7.2
Installed system cost and
benefit monitoring and
comparison with a previous
case consisting of the failed
achievement of measure’s
goals.
YES YES To be taken charge of by the Pavia
Province – Territory and Transport
sector.
7.3
Evaluation of customer
satisfaction
YES YES Specific customer satisfaction
campaigns should be planned
throughout the area with specific
analysis of citizens for which project
actions were designed.
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9.5
Integrative measures for the amplification of positive effects
If the following measures were to be taken in parallel with the introduction of new ticket vending
systems, their success would be greater and synergic positive effects should be achieved.
N.
Element description
Adaptability
to context
Feasibility
evaluation
Necessary conditions for feasibility
M.1
Wide range of extra services
on offer for public transport
customers and/or smart card
owners (for example access
to car sharing or bike
sharing, cultural and
recreational activities).
YES YES Already planned in the implementation
of the Centro di Mobilità Sostenibile
della Provincia di Pavia project.
M.2
Discounts for bike sharing
and/or for park & ride plans
in cities.
NO
NO
M.3
Introduction of pathway
planning module in order to
determine itineraries and
most suitable transport
systems.
YES YES Already planned in the implementation
of the Centro di Mobilità Sostenibile
della Provincia di Pavia project. (see
sw network specifications, with referral
to the “travel planner” instrument)
M.4
Monitoring system
installation (i.e. CCTV
systems) in vehicles.
YES YES Already planned in the implementation
of the Centro di Mobilità Sostenibile
della Provincia di Pavia project. (see
services to be activated)
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9.6
Required investments
Costs vary considerably depending on type of system to be activated, to number of ticket vending
units and validation units and to number of vehicles to be fitted with the new technologies. The
following cost categories should however be taken into account:
N.
Element description
Adaptability
to context
Feasibility
evaluation
Necessary conditions for feasibility
C.1
New ticket vending system’s
defining and development
costs.
YES YES Determination of these costs should be
included in system planning activities,
to take place in the initial preparatory
stages of the project. For their effective
definition refer to the regional project
already being implemented.
C.2
Costs for providing and fitting
of hardware and software for
integrated ticket systems.
YES YES These costs have already been partly
determined in the Centro di Mobilità
Sostenibile della Provincia di Pavia
implementation project (see services to
be activated and hw and sw systems to
be purchased). Ticket system
management and maintenance costs
should also be added to the above.
C.3
Equipment for vehicles, stops
and stations (aerials, ticket
vending machines, validating
machines, etc.);
YES YES These costs have already been
determined in the Centro di Mobilità
Sostenibile della Provincia di Pavia
implementation project. Costs of the
purchase of specific ticket system
instruments should also be added.
Regional expenses regarding this
equipment within the “io viaggio”project
may be evaluated.
C.4
Development costs for
monitoring system
YES YES These costs have already been
determined in the Centro di Mobilità
Sostenibile della Provincia di Pavia
implementation project.
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9.7
Main factors for the success of the system
Factors listed below are considered the main elements needed for an efficient start-up and successful
implementation of measures previously described:
N.
Element description
Adaptability
to context
Feasibility
evaluation
Evaluation of usefulness of element
in function of expected result
(evaluation from 1 to 5)
S.1
Discounts on integrated
public transport ticket fares
(compared with single
tickets)
YES YES 2 – hardly useful
S.2
Tight cooperation with public
transport providers (locally,
regionally and provincially)
YES YES 5 – indispensible
S.3
Creation of a solid
partnership between parties
involved which intend to
encourage use of public
transport
YES YES 5 - indispensible
S.4
Strong political support for
integrated system project
YES YES 4 – extremely useful
S.5
Efficient marketing strategy,
based on needs of target
customer groups.
YES YES 5 - indispensible
S.6
Knowledge sharing with
cities using similar or
identical fare and ticket
system with the eventuality
of purchasing equipment
jointly.
YES YES 3 - useful
S.7
Modification of current laws
in order to aid introduction of
NO
NO
2 – hardly useful
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integrated ticket emission
schemes
S.8
Application of ticket system
to other means of transport,
including “park & ride”, cycle
paths, etc.
YES YES 5 - indispensible
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9.8
9.8.1
N.
Project Risk evaluation
Planning stage
Element description
Adaptability
to context
Feasibility
evaluation
Evaluation of usefulness of
element in function of expected
result
(evaluation from 1 to 5)
R.1
Difficulties in planning the
project on dependable and
verifiable assumptions.
NO
NO
2 – risk with low occurrence probability
R.2
Lack of involvement of
recipients in planning stages
NO
NO
2 – risk with low occurrence probability
R.3
Difficulties in planning the
project due to the high level
of multidisciplinarity of the
issue.
YES YES 4 – risk with high occurrence
probability
R.4
High impact of technologies
introduced by the project on
technological balance.
YES YES 4 – risk with high occurrence
probability
R.5
Long length of project
YES YES 4 – risk with high occurrence
probability
R.6
High dependency on output
of other projects to be
implemented or being carried
out
YES YES 4 – risk with high occurrence
probability
R.7
Low reliability of funding
bodies
YES YES 4 – risk with high occurrence
probability
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9.8.2
N.
Implementation stage
Element description
Adaptability
to context
Feasibility
evaluation
Evaluation of usefulness of element in
function of expected result
(evaluation from 1 to 5)
R.1
Presence of external
conditions which may
influence implementation of
project
YES YES 4 – risk with high occurrence probability
R.2
Lack of funding;
YES YES 4 – risk with high occurrence probability
R.3
Need to align political
institutions’ decisions
YES YES 4 – risk with high occurrence probability
R.4
High amount of
products/services to be
produced
YES YES 4 – risk with high occurrence probability
R.5
High amount of partners in the
project (public transport
companies, Lombardy regional
EELLs)
YES YES 2 – risk with low occurrence probability
R.6
High degree of
multidisciplinarity
YES YES 4 – risk with high occurrence probability
R.7
Lack of project specifications
suitable to the production of
desired service/product
YES YES 2 – risk with low occurrence probability
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R.8
Lack of involvement of
shareholders in
implementation stage
YES YES 2 – risk with low occurrence probability
R.9
High dependency on output of
other projects to be
implemented or being carried
out
YES YES 4 – risk with high occurrence probability
R.10
Low chance of clearly
determining deadlines and
implementation costs
YES YES 4 – risk with high occurrence probability
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9.8.3
N.
Operational testing stage
Element description
Adaptability
to context
Feasibility
evaluation
Evaluation of usefulness of
element in function of expected
result
(evaluation from 1 to 5)
R.1
Low commitment of recepients
YES YES 4 – risk with high occurrence
probability
R.2
Chronologically and/or
dimensionally limited or
nonexistent chance of testing
stage in real life conditions
YES YES 2 – risk with low occurrence
probability
R.3
High degree of multidisciplinarity
YES YES 2 – risk with low occurrence
probability
R.4
Low level of reliability, maturity,
durability of the technical
solution developed.
YES YES 2 – risk with low occurrence
probability
R.5
Lack of adequate
communication plan
YES YES 2 – risk with low occurrence
probability
R.6
Lack of
human/funding/technological
resources to be used by
recipients involved in testing
stage
YES YES 2 – risk with low occurrence
probability
R.7
High cultural resistance of
people/bodies who should test
project results
YES YES 2 – risk with low occurrence
probability
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R.8
High dependency on output of
other projects to be implemented
or being carried out
YES YES 2 – risk with low occurrence
probability
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9.8.4
N.
Operational stage of the system
Element description
Adaptability
to context
Feasibility
evaluation
Evaluation of usefulness of
element in function of expected
result
(evaluation from 1 to 5)
R.1
Presence of external
conditions which may
influence implementation of
project
YES YES 4 – risk with high occurrence
probability
R.2
Lack of funding
YES YES 4 – risk with high occurrence
probability
R.3
Need to align political
institutions’ decisions
YES YES 3 – risk with medium occurrence
probability
R.4
Lack of operational
sustainability plan
YES YES 3 – risk with medium occurrence
probability
R.5
Oversimplified business plan
based on granted and
unverifiable hypothesises
YES YES 2 – risk with low occurrence probability
R.6
High degree of variability of
project partners’ internal
organisational setups
YES YES 2 – risk with low occurrence probability
R.7
Need to intervene on setups
and technologies currently
used by transport service
providers and managing
bodies.
YES YES 3 – risk with medium occurrence
probability
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R.8
High number of
products/services to be
involved
YES YES 4 – risk with high occurrence
probability
R.9
Lack of suitable
communication plan
YES YES 2 – risk with low occurrence probability
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9.9
Conclusions
The initial question contained in the LiMIT4WeDA project, which originated the study in this
document, which is:
Can an integrated fare system for areas with low demand exist? If so, which
characteristics should it present?
finds an unmistakable answer in what has just been said.
An integrated local public transport system is always developed following the same structural and
functional principles, whose aims are to achieve multimodal integration and transfer it to fare systems
as well as ticket systems.
Multimodal integration practically means making a common denominator of the variety of different
choices of transport, without discriminating any of the vehicles in any way.
Subsequently, every territorial entity, be it local, provincial, or regional, should integrate transports on
its land and those which best fit its citizens’ transport needs and the layout of its transport system. So,
if a certain type of transport is operational in a certain area, even if it is extremely flexible and
innovative, it must be integrated into the integrated system to be just as all the others. For example, if
experience over the past years in the Oltrepo have signalled the undeniable need of flexible transport
on demand (Taxibus initially, then Flexibus) these means of transport shall also have to find space in
a new integrated transport fare and ticket system, with the same dignity and modalities as other
already present transport modalities.
The main characteristic of an integrated transport system is therefore the chance/need to integrate
every means of transport chosen in an organic and homogenous organisation.
As for the Oltrepo Pavese integrated system, we have above said that the “io viaggio” regional system
must be the sole, indispensible, necessary reference for the project. It’s hard, if not impossible, for the
time being, to think about a new ITS for the limited area which is disconnected from the regional
system. The application of its standards appears thus the most linear feasible way forward. In the
context analysis the importance of taking currently developing provincial projects into account must
also be assessed: we have already mentioned on-demand transport, but the need to integrate other
projects like the Centro di Mobilità sostenibile of the Pavia Province, which would physically and
technologically support the local integrated systems’ development, must be stressed.
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One issue remains open: when thinking about an integrated fare system, should we think about an
electronic one of would paper tickets suffice albeit for fare coordination? The answer appears clear:
connection with regional systems -and to its immediate developments- makes it clear that the use of
paper tickets may only be interpreted as an initial step, maybe with limited time span to be previously
decided, in order to experiment on a new area, new vehicles and lines not yet involved. But long term
plans may only be linked to use of electronic tickets, in this case the Carta Regionale dei Servizi or
Carta Regionale dei Trasporti (Regional Service Card or Regional Transport Card).
The further ahead we look, the wider the integration will be and the stronger the need to have
instruments capable of aiding this process and citizens lives.
The current role model –possibly at a more advanced stage than that of its Lombard equivalent- is
that of the Piedmont region Called “BIP” project. In this case, transport integration has already
surpassed the limits posed by collective travel choices, unifying different types of services: culture,
public services, on line purchases, single user-category service access (for example university
students in the region), etcetera. In this light, the widening of possibilities and chances of service
integration has no limits but those of our imagination, once the instrument has been defined –the
smart card- all citizens’ rights and responsibilities may be channelled into it, in order to improve living
standards and access to services.
So if the project’s generic aim is mainly to decrease social exclusion of citizens living in remote weak
areas, we believe there is no better way of feeling emancipated than that of having functional and
operational access to the world by means of technology, which through simple and easily available
applications may really remove those physical and territorial barriers, so difficult to overcome, by
means of commonly used equipment.
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