Intermodal Passenger

Transport in Europe
PASSENGER INTERMODALITY FROM A TO Z
the european forum on intermodal passenger travel

Link is funded by the European

Commission’s Directorate-General
for Mobility and Transport DG MOVE PASSENGER INTERMODALITY FROM A TO Z 1
Foreword
Transport is at a transition point today and so is European Transport Policy. The European Com-
mission is currently working on a new White Paper which will guide its actions for the next ten
years but will also look to the future of transport for a longer horizon.
We are facing formidable challenges: we must drastically reduce our greenhouse gas emis-
sions, oil is becoming scarce pushing oil prices to unprecedented levels, and congestion is
approaching intolerable levels in many cities, airports and ports.
One of the immediate priorities is a better integration of the different transport modes as a way
to improve the overall eficiency of the system. Intermodality integrates two or more transport
modes on the same journey.
But for every traveller a change of transport mode is irst of all a nuisance. Aim is to make
this interchange as seamless as possible with common information, an integrated ticket and a
multimodal station where passengers feel safe, secure and comfortable. If successfully imple-
mented intermodal passenger transport will give more options to the traveller, is user-friendly
and adds to the overall eficiency of the transport system.
To achieve seamless intermodal travel many transport stakeholders have to cooperate closely,
which is not evident in a system of increasing competition. The LINK Forum on Intermodal Pas-
senger Travel has worked hard for the last three years to get people talk together, who normally
work in different transport worlds. This brochure shows the concrete results.
Very practical recommendations how to improve intermodal passenger transport are a main
output. Furthermore, LINK has gathered relevant knowledge with more than 300 research
papers in a virtual library and more than 50 best practise examples.
I can only invite us all to make wide use of this rich body of knowledge for our daily work.
I thank the project consortium for their dedicated work.

Magda Kopczynska
Head of Unit “Clean Transport, Urban transport & Intelligent Transport Systems (ITS)”
Directorate-General for Mobility and Transport

PASSENGER INTERMODALITY FROM A TO Z 3

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Table of Contents
1 Passenger intermodality: an introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6
1.1 Concepts and related issues . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6
1.2 Market . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
1.3 Costs and beneits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
1.4 Challenges and barriers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12

2 EU policies and activities on passenger intermodality . . . . . . . . . . . . . . . . . . . . . .14

2.1 European Transport Policy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14
2.2 Urban transport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15
2.3 Other EU policies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15
2.4 Relevant projects and activities, funded by the European Commission . . . . . . . . . . . .16

3 LINK: the project and its results . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18

3.1 Passenger Intermodality Network . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19
3.2 Knowledge and promotion centre. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26
3.3 Policy support and strategy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27

4 Passenger intermodality put into practice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .28

4.1 Door-to-door information and ticketing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .28
4.2 Intermodal networks and interchanges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30
4.3 Integration of long-distance travel with the last urban mile . . . . . . . . . . . . . . . . . . . .32

5 Recommendations and good ideas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .34

5.1 Policy and funding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .34
5.2 Directives and Regulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .35
5.3 Standardisation and Technology. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .37
5.4 Assessment and Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .37
5.5 Innovative products and services . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .39
5.6 Training and education . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41

6 A look into the future . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42

6.1 The state-of-the-art . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42
6.2 Where we can be in 15 years . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .43
6.3 What needs to be done at the European level to get there in 15 years . . . . . . . . . . . .44
Annex . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46

PASSENGER INTERMODALITY FROM A TO Z 5

 1. Passenger intermodality: an introduction
1.1 Concepts and related issues
Passenger transport is almost in every case intermodal transport. People change from one mode to
another for practically all journeys. This may seem quite simple, but it’s not.
Intermodality is just one of those concepts that require a few words to describe. As you will read further
on in this brochure, intermodal passenger travel is a complex theme which consists of various sub-
themes and related issues. In this introduction, the LINK-team wants to put up a few signposts that can
lead you through all the different deinitions, buzz words and the like.

What’s in a name?
Passenger intermodality is a policy and planning principle that aims to provide a passen-
ger using different modes of transport in a combined trip chain with a seamless journey.

Intermodality can be seen as a characteristic of a transport system, that allows at least

two different modes to be used in an integrated manner in a door-to-door transport chain.

The adjective intermodal can be used for a service, facility, consignment of journey, involving
transference between different modes of transport. Moreover, intermodal travel necessarily in-
volves transferring from one mode to another. This usually takes place at modal interchanges.

Although the deinitions above seem quite straight forward, we’d like to clarify a few key concepts be-
fore we send you into the intermodal jungle. For example, what is meant by travelling in an integrated
manner? Or what is seamless? What’s an interchange?

Integration: the extent to which different transport services are combined or contiguous in terms of
ownership, operation or usability;

to interchange/transfer: the act of changing between vehicles or between modes

Interchange: one or a number of public transport stops (e.g. bus or tram) or a station building (rail-
way, airport) where people can change between public and private transport as well as between and
within public transport modes

6 PASSENGER INTERMODALITY FROM A TO Z

Intermodal facility (see also interchange): a building or site speciically designed to accom-
modate the meeting of two or more transport modes of travel.

Door to Door information: information provided for customer’ trips including details from the
moment they leave their home to the time of destination. Examples are multi-modal journey planners,
integrated intermodal passenger information systems,

Seamless: without actual or perceived physical hindrance to interchange

This being clear, there are a few related concepts and issues which may blur your newly built picture
about intermodality. In some texts, policy documents or other sources you might come across some
concept that is closely related or even worse, that is wrongly used to point at intermodality. We listed
them below and gave a deinition for each of them.

Interoperability: capability to operate on any stretch of the transport network (especially cross-
border) without any difference (regulatory, technical and operational systems need to be compatible)

Intramodal transport: transport using different elements of a modal subsystem (requiring their
cooperation)

Multimodal: use of different modes of transport at different opportunities (trips/trip chains); policy prin-
ciple not to stick to one single mode. The development of a seamless web of integrated transport chains,
linking road, rail and waterways. Such integration would lead to improved lexibility, quality, and cost ef-
fectiveness and would stimulate competition between transporters instead of between transport modes.

PASSENGER INTERMODALITY FROM A TO Z 7

 Co-modality: Eficient use of different modes on their own and in combination
Policy principle of the European Commission (DG MOVE) which includes the following areas (Keep
Europe Moving – Mid-Term Review of the Transport White Paper 2006):

1.) Optimise each mode (clean & eficient)

2.) Integrate modes for seamless transport (intermodality)
3.) Modal shift (long-distance, urban areas, congested corridors)

1.2 Market
Long-distance travel is a growing market segment, but reliable data and statistics about long-dis-
tance travel are rather rare. Information about long-distance travel can be gathered from national
travel surveys but this often causes problems of representativity and comparison. LINKs sister project
KITE1 has dealt with these and related matters. European travel surveys such as the DATELINE survey
give some more robust insights in long-distance travel behaviour but the same problems occur2.

In the KITE-project a new survey methodology for long-distance (>100km) travel behaviour was
designed and carried out in Switzerland, Czech Republic and Portugal. The results of this survey
were also compared to the benchmark survey INVERMO3 (national study on long-distance travel in
Germany) and were found comparable.

Travel demand
Demand volumes, indicated by number of long-distance journeys per person and year, vary from
survey to survey and within surveys. However, the KITE results show 11.67 journeys per person
and year. The modes used for long-distance journeys are dependent on the available infrastructure.
Mode shares by country vary accordingly. For example, the public transport share is with 46% in
Switzerland much higher than in the Czech Republic with 25%. Modal split is also highly dependent
on distance, especially when air travel is considered, which is not an alternative for lower distances
and it is the only mode for really long distances. Analysis of the user requirements shows that modes
are chosen based on travel costs and time. In this perspective, car travel shows a higher resistance
against price changes and travel time changes than train or coach travel (expressed in value of travel
time savings).

8 PASSENGER INTERMODALITY FROM A TO Z

In the KITE-project also national surveys were compared and used for analysis4. Based on extrapo-
lation of results out of the UK National Travel Survey (NTS) and comparison with other national travel
surveys (out of DATELINE), the KITE-consortium came to a few indings: in the range of journeys
from 100km up to 400 km 6.5% of the journeys are performed abroad. When analysing mode use;
it becomes clear that in this range (100km – 400km), the most usual mode used is the car by
about 80%. Rail has a market share of about 9 to 10 %, while bus ranges between 4 and 8%. In
the range of journeys over 400km, the European average is 0.8 journeys per person per year (using
DATELINE). In Europe, about 2 long long distance journeys out of 3 are done for holidays, almost 1
over 5 for other private reasons, as much for business reasons. Here again, differences between
countries are clearly visible: Benelux, Dutch and British persons perform more than 7 journeys over
400 km out of 10 for holiday purpose. This rate decreases to about 1 journey out of 2 for Scandina-
vian countries. More speciically, Swedish people individually perform on average 1 journey over 4
per year for business purposes, the highest rate over Europe, that is, about 0.4 per person and year.

Regarding journeys over 400 km, the market share for car as the main mode appears to be the
highest in continental north-western Europe (Belgium, Netherlands, France, Germany, Luxem-
bourg), Spain, and Italy (over 1/3). In Nordic countries (Finland, Denmark and Sweden), Portugal,
Switzerland and Austria, the modal share is roughly taken between 1/4 and 1/3. Market shares
for bus are highest for Mediterranean countries, as Greece, Portugal and Spain (between 10 and
13%). In comparison, market shares for bus as a main mode are the lowest in France, Switzerland,
Ireland and United Kingdom (less than 5%). For most European countries, market shares for rail as
main mode are taken between 4% and 8% in Europe. Only Portugal, Ireland and Greece present
a share clearly below (less than 2%). In this context it should be remembered that long distance
bus services are deregulated and quite common in some countries but practically prohibited in
other countries.

PASSENGER INTERMODALITY FROM A TO Z 9

 Who is the intermodal traveller?
The long-distance travel segment is dominated by a small part of the population. Only 50% of the
population produces over 90% of the long-distance travel demand. The typical long-distance traveller
is male, in the middle of working age and well educated.

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Total Long Distance Travel Demand
Journeys 100 – 400 km 9.1 4.5 5.1 7.3 4.1 5.5
Journeys > 400 km 0.6 0.8 0.9 0.9 1.0 1.0 0.3 0.8 0.4 0.8 0.8 0.6 0.6 1.4 0.9 0.9
Journeys per Person per Year

Total Journeys > 100 km 10.0 5.5 6.1 8.7 5.0 6.4
Business Long Distance Travel Demand
Journeys 100 – 400 km 2.0 1.0 0.3 1.2 0.4 1.5
Journeys > 400 km 0.1 0.1 0.2 0.2 0.2 0.1 0.1 0.1 0.1 0.0 0.1 0.0 0.1 0.3 0.1 0.1
Total Journeys > 100 km 2.2 1.2 0.4 1.5 0.5 1.6
Private Long Distance Travel Demand
Journeys 100 – 400 km 7.2 3.5 4.7 6.1 3.7 4.0
Journeys > 400 km 0.5 0.6 0.7 0.7 0.8 0.8 0.2 0.7 0.4 0.7 0.6 0.2 0.1 1.1 0.8 0.8
Total Journeys > 100 km 7.9 4.3 5.5 7.2 4.5 4.8
Main Modes of Travel
Journeys 100 – 400 km
Car 79 81 80 77 68 79
Bus 2 5 3 8 4 7
Train 16 10 13 10 24 9
Air 3 1 0 1 1 0
Ship 0 0 1 2 0 0
Other 0 3 3 2 3 4
Journeys > 400 km
Journeys in %

Car 29 41 23 31 46 39 10 12 36 38 45 30 45 30 27 16
Bus 9 5 13 7 4 8 10 2 7 4 8 13 11 7 4 4
Train 7 9 5 7 24 10 1 1 12 5 4 2 8 8 13 4
Air 54 44 57 50 24 41 71 85 42 53 42 54 35 53 55 75
Ship 0 0 1 2 0 0 9 0 1 0 1 0 0 2 0 0
Other 1 1 0 2 1 2 0 0 2 0 1 2 1 1 1 0
Total Journeys > 100 km
Car 74 75 70 68 60 75
Bus 3 5 4 8 4 7
Train 15 12 12 10 22 9
Air 8 5 10 11 12 5
Ship 0 0 1 2 0 0
Other 0 3 3 2 3 4

Figure: Long distance demand igures, KITE D4: Relevant Market Segments in intermodal passenger travel

1.3 Costs and beneits

Cost and beneit analysis (CBA) is a complex task, especially when taking societal costs and beneits
into account. At the moment, no robust cost-beneit data can be presented in the ield of intermodal
passenger travel on a European scale. For very speciic services, modes or within countries or regions,
cost-beneit analyses or evaluations were of course made, but these are hardly comparable due to their
speciic nature.

10 PASSENGER INTERMODALITY FROM A TO Z

However, a few initiatives are certainly worth
mentioning. Firstly, the migration of CBA to TUBA
(Transport Users Beneits Appraisal) in England
and Wales set out a few beacons in appraising
costs and beneits of multimodal investmensts.
The method allows the assessment of highway
schemes, public transport schemes and policy
options on the same basis. It’s a truly multimodal method and allows calculating beneits for users,
operators and providers. More elaborated information can be found in LINK’s Virtual Library. The Virtual
Library also presents other relevant results concerning intermodality.

Transport Direct – Britain’s free online multimodal journeyplaner

Transport Direct is the only website that offers information for door-to-door travel for both public trans-
port and car journeys around Britain. The aim of the Transport Direct portal is to provide with compre-
hensive and easy-to-use travel information and ticketing service covering all modes of public and private
transport.

Transport Direct’s achievements

• 3 million users irst year, 18 million users 2008, now over 25 million per annum
• behaviour hange in almost 50% of cases where journey had been made before
• over 20% show change of presumed modal intention
• 20%+ change of intention
• 46% change journey made before
• where the change is speciied: > 35% Change Time
> 33% Change Route
> 22% Change from
Car to Public Transport
> 6% Change from Public
Transport to Car

Secondly, in the USA and Canada, a lot of work on Cost-Beneit Analysis is already underway or even
inalised. The paper Measuring economic beneits of intermodal transportation by Dr. Yevdokinov of the
University of New Brunswick, Canada certainly gives some insights in this ield of work. The full docu-
ment can also be downloaded from the Virtual Library5.

PASSENGER INTERMODALITY FROM A TO Z 11

 Last but certainly not least, LINK’s sister project KITE developed a very comprehensive Cost-Beneit
Analsysis Tool. The “CBA Tool” is an output from Work Package 4 of KITE – “Evaluation of Intermodal
Investments and Policies” This tool was designed as decision aid tool supporting the assessment of in-
termodal investments and measures, being based on a CBA framework. Given its role in the support of
the decision taking, it can be considered as a positive contribution to a common “European” approach
for the evaluation of passenger intermodality-enhancement initiatives by assisting policy makers and
planning bodies in assessing investments and policies6, showing the impacts (costs and beneits) that
can be expected through the implementation of measures. By applying the KITE CBA tool it is possible
to quantify the impacts of intermodal measures, enabling the evaluation of passenger intermodality and
at the end contributing to the enhancement of initiatives, policies and projects.

1.4 Challenges and barriers

Seamless intermodal travelling in Europe is not always reality, at least at this point in time. Challenges,
barriers and problems seem to pop up behind every corner. However, a lot of good work has been done
identifying these challenges. They are situated in ields of policy, planning and design, coordination and
cooperation, legal issues, inancing, technical issues and language. More concrete obstacles could be
reffered to as follows:
• Lack of lobby support for intermodality (compared to single modes)
• Lack of data availability (market data, cost-beneit, evaluation)

12 PASSENGER INTERMODALITY FROM A TO Z

• Dificulties in putting user needs regarding interchanges into practice
• Problem of network level planning of interchanges
• Lack of cooperation in a dificult multi-stakeholder and competitive environment
• Lack of a functioning and acceptable revenue sharing system for intermodal journeys
• Lack of successful business models for intermodal solutions (eg. Information systems)

The LINK project used a previous study7 together with the results of a irst Working Group Meeting8 of
experts and the results of a irst consultation9 amongst the LINK-stakeholders to draft a LINK Agenda10,
which enabled the Working Groups to tackle 16 key challenges in a systematic way. The table below
gives a clear overview of that outcome. The full text is published on the project’s website as well.

Door-to-door informa- Intermodal networks Integration of long- Planning and imple- Context conditions for
tion and ticketing and interchanges distance transport with mentation intermodality
the last urban mile

Business cases for The well-being of the Transfer to main ports Motivation models: busi- Traveller rights
long-distance intermodal passenger and hubs ness cases for passenger
information and ticketing intermodality

Cooperation between Organisation and man- Interaction of local Creating win-win Quality standards in
stakeholders agement collective transport with situations through multi- tendering and licensing
long-distance travel stakeholders
cooperation

Standards Physical conditions – Mobility management at Embedding passenger in- Changing behaviour
integration of interchange destination termodality in institutional
facilities in the environment structures

Data quality

PASSENGER INTERMODALITY FROM A TO Z 13

 2 EU policies and activities on passenger
intermodality

2.1 European Transport Policy

Passenger intermodality has been put on the agenda in several European policy documents and more
or less in national or regional policies. As early as 2001 the European Commission identiied integrated
ticketing, baggage handling and continuity of journeys as priority for passenger transport in the Trans-
port Policy White Paper. As a follow-up of the White Paper, DG TREN put priority on activities in the
freight sector with the development of the MARCO POLO programme as one of the best examples. In
2004 the same directorate-general commissioned a study ‘Towards passenger intermodality in the EU’
which has been a basic report putting priorities from a European Policy perspective forward.
In June 2006 the EU organised a Mid-Term Review of the Transport White Paper with the following key
points: maintain a high level of mobility, attention to environmental protection and energy security, inno-
vation for eficiency and sustainability and international connection beyond the EU. A new concept was
also introduced: comodality. Comodality stands for the optimisation of each mode (clean and eficient)
and integration of modes for seamless transport, thus provoking modal shift.
The EC Action Plan on Airport Capacity was launched in January 2007, urged by the statement that 60
airports will be heavily congested by 2025. Some capacity can be freed if some of the short-haul lights
can be shifted to rail and with improved air-rail intermodality. Therefore airport access and especially
rail links need to be improved. The European Commission is promoting rail links from airport to cities
and regions, with funding for intermodal infrastructure (TEN-T, European Regional Development and
Cohesion Funds).

Towards a new European Transport Policy Policy Objectives of the upcoming Trans-
port White Paper
In the EC-communication “A sustainable future for transport”
• Low carbon transport
of June 2009, the main outline for a new White Paper at the • Safe, secure and high quality transport
end of 2010 was sketched. In this new White Paper there will • Well maintained and integrated network
be three priorities: people, integration and technology. • More environmentally sustainable transport
• Leading in transport services and technologies
The communication included a strong statement on the in-
• Developing human capital
tegration of modes: “(We) strongly believe that meeting the
• Smart prices
future challenges will require focusing on new technologies • Sound planning

14 PASSENGER INTERMODALITY FROM A TO Z

and on the integration of the different transport modes into a single system, all this in a more integrated
internal market in which competition is fully granted.”

2.2 Urban transport

Also in the ield of urban transport there are a few European policy initiatives with strong links with
intermodality. In 2007 the Green Paper on Urban Mobility was coordinated, titled Towards a new culture
for urban mobility. Ultimate goal was to optimise the use fo all modes of transport and to organise co-
modality. In 2009 this work was elaborated by the Action Plan on Urban Mobility which includes some
important topics for intermodality: improved information, passenger rights, integrated planning, greener
transport, sharing experiences and extra funding.

2.3 Other EU policies

For some speciic issues, it is important to mention further EU initiatives. The Action Plan for the Deploy-
ment of Intelligent Transport Systems (2008) was originally started as a road-only exercise but now also
covers interconnections with other modes (mainly public transport). The links to intermodality are quite

PASSENGER INTERMODALITY FROM A TO Z 15

 obvious when taking a look at some action themes: development of a Europe-wide real time trafic and
travel information system, promotion of multimodal journey planners, attention to privacy and liability is-
sues, urban and inter-urban interfaces (trafic management) and the development of a decision making
toolkit.
In the ield of passenger rights the Commission passed Regulation 1371/2007 Rail Passenger Rights and
Obligations which gives a very practical approach to intermodality, although quite softened by compro-
mise. For example Article 5 states that railway undertakings must enable passengers to bring bicycles onto
the train, where appropriate for a fee, if they are easy to handle, if it doesn’t adversely affect the speciic
rail service and if the rolling stock permits it.

2.4 Relevant projects and activities, funded by the European

Commission

CIVITAS Intermodality in urban areas (2002-2009),

www.civitas-initiative.org

Towards European Passenger Intermodality (2004),

www.eu-portal.net

MODAIR Measure and development of intermodality at airports (2005-2006),

www.eurocontrol.int

Air and Rail Competition and Complementarity (2006),

http://ec.europa.eu/transport/air/studies/internal_market_en.htm

16 PASSENGER INTERMODALITY FROM A TO Z

eMOTION Europe-wide multimodal on-trip information (2006-2008),
www.emotion-project.eu

LINK - The European Forum for Intermodal Passenger Travel (2007-2010),

www.linkforum.eu
KITE Knowledge Base on Intermodal Passenger Travel (2007-2008),
www.kite-project.eu

iTRAVEL Personal Travel Assistant for seamless journeys (2008-2009),

www.i-travelproject.com

IFM Project Interoperable Fare Management (2008-2010),

www.ifm-project.eu

WISETRIP – Wide scale network for multi-modal journey planning (2008-2011),

www.wisetrip-eu.org

Study on Public Transport Smart Cards (2009/2010),

www.ecsmartcards.co.uk/

PASSENGER INTERMODALITY FROM A TO Z 17

 3 LINK: the project and its results
The LINK project aimed at the creation of a European Forum on Intermodal Passenger Travel. The
focus of the project is on long-distance passenger intermodality (journeys >100 km), including also
the “irst/last urban mile” (the connection with the regional and urban transport system). The strategic
objectives of the LINK Forum were:

• to support a more favourable environment for intermodal passenger travel across Europe;
• to foster the integration of intermodality policies for passenger travel;
• to facilitate co-operation to implement intermodal solutions;
• to overcome the fragmentation of the current transport market.

To achieve these objectives three main tasks had to be tackled:

Exchange to build a European network for intermodal passenger transport to exchange

experience and work on better (trans-national) solutions
Transfer to set up a knowledge centre for intermodal passenger transport which struc-
tures research, deines research questions, formulates policy recommendations
and disseminates information
Promotion to promote passenger intermodality across Europe, mobilise political support,
activate stakeholders and eventually develop a long term perspective for the
Forum as an active organisation

To make sure every objective and task was treated to its full complexity, three main work areas were
deined. These work areas structured the project and the worklow during its active period of three
years. In the igure below you can see the build-up of the project, including the three main work areas.

Policy Support Passanger Intermodality Knowledge &

months
C & Strategy A Network B Promotion Center
0
A.1 Stakeholder Identification
B.1 Structuring Research M
A.4 Consultation
Stakeholder
C.1 A.2 Network Formation
B.2
Project & Consortium Management

A.3
Political Marketing &
18 Stakeholder Initiation A.4 Consultation
Stakeholder
Guidance &
Network Activities Dissemination

A.4 Consultation
Stakeholder

C.2 Medium-Term Forum

Development Strategy
36

18 PASSENGER INTERMODALITY FROM A TO Z

3.1 Passenger Intermodality Network
The Passenger Intermodality Network is the core of the LINK-project. In three years time, a vast net-
work of relevant stakeholders consisting of professionals, academics, policymakers and experts was
established. The activities in which one could participate as a LINK-network member were manifold.

3.1.1 Consultation process

The consultation process consisted of three online surveys, which were carried out at the start of the
project, mid-term and end of the project. Objective of these consultation surveys was to involve as
much relevant stakeholders as possible in the discussion about passenger intermodality and to get their
opnion about some key issues.
In the irst survey, the network was asked about the major challenges and barriers which passenger
intermodality is still facing today. The questions about the challenges were divided into 5 sections which
corresponded with the build-up of the working group process (see section 3.1.2. on working group
meetings). In this way, the results of the irst consultation could directly lead to the deinition of the key
challenges for LINK’s working groups in particular and the project in general. The full document11 can
be downloaded from the website’s download area.

In the midterm consultation, a survey was again sent out to the growing network of stakeholders in the
ield of passenger intermodality. The response rate was at 15.5% (194 of 1252 contacts). This can
be explained by the complexity of the subject and the length of the questionnaire. However, given the
fact that interest in passenger intermodality was rather low when the project started and the pool of
intermodality experts is still very small, the results are absolutely satisfying.

The midterm consultation aimed at ine-tuning some of the work done in the working groups already.
A set of recommendations, already elaborated in the working groups, was drafted and sent out to the
stakeholders to get their opinion and feedback on the feasibility, costs and necessity of the different
recommendations. Without doing the consultation work short, we want to give you a rough overview of
the consultation’s results. The full document12 with detailed information on every recommendation can
be found online.

One of the conclusions was that there is a relatively high level of agreement with the relevance of the
recommendations. On average, 84% of the respondents said that they agree or strongly agree with
the proposals. The feasibility of the recommendations are considered, on average, medium (48%) or

PASSENGER INTERMODALITY FROM A TO Z 19

 dificult (38%). On average, more than half of the respondents (54%) believed that cost of implementa-
tion of the recommendations would be between 500 K€ and 5,000K€. There seems to be an agree-
ment on the high impact of the proposals (on average 56%). Finally, near three quarters (72%) of the
respondents considered that, on average, the recommendations could be implemented in less than 5
years.

The inal consultation was launched on the 21st of December and was open for 8 weeks. The objective
of this consultation was quite similar to that of the previous consultation, namely to assess the solu-
tions proposed during the 3rd Working Group Meeting in Madrid to the key challenges discussed during
the 1st Working Group meeting. The response rate was at 10% (133 of 1305 contacts). Nevertheless,
also the inal consultation gave very valuable feedback on the work done in the woring groups. In the
next paragraph, you will ind a general overview of the results. The full document13 is available in the
download area of the website.
Figure: Level of agreement with 6 selected recommendations

100% 3% 2% 2% 1% 3% 3%
5%
3% 6% 6%
12% 9%
90% 18% 9%

80%
34%
36%
70%
53% 47%
60% 50% 53%

50% 58%

40%

30% 60% 56%

Strongly disagree
20% 38% 41%
35% 33% Disagree
10% 22% Agree
Strongly agree
Oblige operators TAP-TSI standard New business Stakeholder New EU funding Advanced Average
to make standar- for long-distance models for cooperation & programme for intermodal
dised tariff & e-ticketing effective information long distance passenger
timetable compatible with interchange platforms for passenger rights
information local fare management large events intermodality
available management

The indings of this inal consultation are more or less in line with the previous consultation. There is
a relatively high level of agreement with the relevance of the recommendations. On average, 88% of
the respondents said that they agree or strongly agree with the proposals. The feasibility of the rec-
ommendations are considered, on average, medium (51%) or dificult (32%). On average, more than
half of the respondents (49%) believed that cost of implementation of the recommendations would be
between 0.5 and 5.0 million €. There seems to be an agreement on the high impact of the proposals
(on average 44%). Finally, near three quarters (72%) of the respondents considered that, on average,
the recommendations could be implemented in less than 5 years.

20 PASSENGER INTERMODALITY FROM A TO Z

3.1.2 Working group meetings
The Working Groups brought together experts from all over Europe in 5 meetings, each with their own
theme and focus. Their main objective was to deine and elaborate a set of recommendations which
could provide an answer on the most important key challenges, deined by the consortium, previous
studies and the initial consultation.
The experts met in 5 thematic groups; more or less according to the structure already used in the previ-
ous study Towards passenger intermodality in Europe. This structure proved to be a workable solution.
In the igure below you can see the worklow and focus of each working group.

WG1 WG2 WG3 WG4 WG5

Door-to-door Interchanges & Urban mile Planning & Imple- Context conditions
information and networks (Polis) mentation (ILS)
ticketing (Jacobs) (RATP/synergo) (RC)

1st WG meeting,
26-27 Nov. 2007, Identiication of key challenges for enhancing Passenger Intermodality in Europe
Utrecht
2nd WG meeting Business cases and The well-being of Interaction between “Motivation models”: Changing behaviour
(with conference), co-operation for the passenger local collective business cases for
16-18 June 2008, long-distance inter- transport (incl. new Passenger Inter-
Cologne modal information modes) with long- modality
distance travel
3rd WG meeting, Business cases Management of Intermodality for mo- “Passenger Marco Rights and treatment
2-3 March 2009, and co-operation interchanges bility management Polo Programme” of passengers
Madrid between stakehold- of large events (proposing an EU
ers in long-distance funding programme
intermodal ticketing for Passenger
and the one-stop Intermodality9
shop for information
and ticketing

4th WG meeting Standards and The design of Intermodal con- Embedding Pas- Quality standards
(with conference), data quality for interchanges: how nections between senger Intermodal- in tendering and
4-5 Nov. 2009, long-distance door- to create a comfort- regional airports and ity in institutional licensing
Bucharest to-door intermodal able and secure urban centres structures
information and atmosphere
ticketing

The results of these meetings were consolidated into working documents, which eventually led to a
inal set of recommendations. These documents14 and the inal set are an enormously rich source of
information, including best practices, expert views, overviews of related activities and projects, strategic
discussions, and so on. If anything, we would recommend you to download them from the website and
to let yourself be drawn into the content.

PASSENGER INTERMODALITY FROM A TO Z 21

 3.1.3 Conferences
As the LINK Forum wants to reach out to everyone with a speciic interest in one or more topics
concerning passenger intermodality, 2 international conferences were held in the cities of Köln and
Bucharest. In conjunction with two of the working group meetings, the public was invited to a series of
state-of-the-art presentations about good practices or initiatives in the ield of passenger intermodality,
going along with study tours and networking opportunities.
The guiding question for the irst European Conference in Passenger Intermodality (Köln) was Who is
the intermodal traveller and how to serve him or her? The irst LINK conference provided a good op-
portunity for networking for about 70 experts and stakeholders from all over Europe: researchers, op-
erators, authorities with different modal focus but interest in trans- and intermodal transport. Research
results as well as good practice examples and their transferability were presented and discussed. The
event included an excursion to Köln Hauptbahnhof (central station), concerning the development of the
surroundings of this big interchange by the City of Köln and the bike rental system of ‘Call a bike’ in
Cologne.
The lively city of Bucharest was the scenery for the 2nd European LINK Conference on November 5-6.
A total of about 80 participants joined us for two days of interesting presentations and discussion about
the integration of long-distance and local or regional transport. A lot of attention went to the situation in
Romania and the central and eastern part of Europe. It was very encouraging to see that intermodality
is becoming or already is a planning principle in some masterplan or policy documents that were shown
on the conference. According to the different presentations, a lot of promising initiatives are underway
in Europe. However, there’s still a lot to be done. Main barriers or problems, encountered during the
conference, are still the lack of sound business models for intermodality, lack of funding in some areas
and states and lack of good practice and knowledge. The results of the LINK project may support these
solutions.
Short overview of the presentations, all available on www.linkforum.eu.

22 PASSENGER INTERMODALITY FROM A TO Z

1st LINK Conference on intermodal passenger travel (Köln)
Title Presenter

Overview of the European Commission’s policy concerning Guido Müller, DG TREN

intermodal passenger travel.

Why has intermodality become seemingly more a reality Peter Wolters; EIA (European Intermodal Association)
in the freight sector, and what can we learn for passenger
transport?

Which data about the intermodal travel behaviour on long- Tobias Kuhnimhof, KITE, Univ. of Karlsruhe
distances do we actually have Europe-wide in order to better
assess intermodal solutions.

In order to “get” intermodality into the mind of the travellers: Christian Kloeckner, Univ. of Trondheim
What should we take into account when trying to change the
behaviour?
Impacts of multi-/intermodal telematics on mobility Stefan Trommer, DLR-Institute of Transport Research (Berlin)
The systematic and long-term strategy of City of Zurich Willi Dietrich, City of Zürich
concerning intermodality with its effort and success
Experience with intermodal add-on services of Deutsche Christian Maertins, InnoZ (Berlin).
Bahn, namely Call a bike and DB Carsharing
“The other view” on mobility behaviour in different modes Julien Dossier, Paris.
and context
The importance of dealing with the surface access of airport Hélène Barbier, ARC (Ass. of cities and regions with an
- a real intermodal issue. airport)
The - empirically based - impacts and the chances of Alain L’Hostis, INRETS (Lille)
combined air / high speed rail mobility for the “metropolitan
performance”
The effort and context conditions of a national railway Daniel Adamka, Czech Railways
company in a new member state

PASSENGER INTERMODALITY FROM A TO Z 23

 2nd LINK Conference on intermodal passenger travel (Bucharest)
Title Presenter
Relevance of public transport in an integrated system Constantin Donea, URTP

Passenger Intermodality in integrated urban and territiroal Monica Oreviceanu, Ministry of Regional Development and
planning context Housing of Romania
Coordination and cooperation of public transport in the Zsolt Berki, Transman Consulting
region of Budapest
Regional Railways in Central Eastern Europe: Undiscovered Marcin Wolek, Univ of Gdansk
potential or redundant ballast? Andrzej Massel, Centre for Railway Science and Technology
Revitalisation of small and medium-sized railway stations Stephan Wilhelm, Agentur Bahnstadt

Transport policy and the promotion of related instruments in Ciprian Barna, Metropolitan Area of Oradea
the city and region of Oradea
European Commission’s policies for integrated passenger Guido Müller, DG TREN
travel
Ghent St Pieters – redevelopment of a railway station and its Greet Riebbels, City of Ghent
surroundings
Europoint – the major project of trabsport and urban plan- Iva Machalova, City of Brno
ning in Brno
New intermodal connections in Bucharest Florin Dragomir, RATB

Intermodality opportunities at Romanian airports Dorin Ivascu, Romanian Airport Services

Behind the scenes – Planning, implementation and opera- Juliane Stark, Institute for Transport Studies, Vienna
tion related processes at intermodal interchanges

24 PASSENGER INTERMODALITY FROM A TO Z

3.1.4 National Focal Points and online community
LINK’s network was not only converging in international meetings and conferences but also in national
focal points and a lively online community. These focal points operated as contact centers for ques-
tions about passenger intermodality but also as a national dissemination tool. Each NFP held a proper
national LINK-event, in which they discussed recommendations from the working groups, disseminated
results and outputs or organised network opportunities for their national partners and stakeholders.
There are now 18 NFP’s, representing 17 European countries. Contact information can be found at
www.linkforum.eu. You are cordially invited to get in touch.
The LINK project maintains a very open policy on sharing of information. All important documents,
presentations and other relevant materials are online and downloadable.
Please feel free to share in this information.

PASSENGER INTERMODALITY FROM A TO Z 25

 3.2 Knowledge and promotion centre
In support of the Working Groups and to enable a clear overview for the general public, the LINK-project
also collated a Virtual Library and a Best Practice Database.
In the Virtual Library, there are approximately 320 research-entries concerning various ields of inter-
modal passenger travel. The library is highly accessible by the use of an intelligent search-engine and
relevant keywords. One task of the LINK project was to identify further research needs to increase the
knowledge of intermodal passenger transport and in the end to make intermodal travel more attractive.
Since passenger intermodality is a fairly new concept in terms of research, quite a few ields are yet
untouched and remain relevant for further investigation. These future research needs were identiied
and have been presented in LINK’s deliverable 23b15. The identiication process was done by using dif-
ferent work methods in order to get the picture as complete as possible. However, due to limited time
and resources, it was impossible to carry out an extensive research gap analysis.

26 PASSENGER INTERMODALITY FROM A TO Z

The best practice database collects approximately 50 best practice examples, in a standardised format
completed with contact details. The database can easily be accessed through the project website.

3.3 Policy support and strategy

3.3.1 Policy Advisory Board

The LINK-consortium is aware of the fact that strong political support will be needed to realise some of
the recommendations. In order to ind the best way to address policymakers on different levels, a policy
advisory board was created. Although is was not simple due to conlicting agendas. The groups met
three times and gave valuable input for the LINK process. They discussed the outcome of the working
group meetings but focussed on those recommendations with a more strategic character. Next to that,
the members of the policy adivisory board were asked about their insights concerning the future of the
LINK Forum.
The minutes of the PAB-meetings are also publicly available in the download area of the website.

PASSENGER INTERMODALITY FROM A TO Z 27

 4 Passenger intermodality put into practice
Passenger intermodality is being put into practice all over Europe. In the best practice database on
www.linkforum.eu you can already ind 50 elaborated examples, complete with contact details for the
interested reader. In this section of the brochure, we want to give you already a hint of what you can
expect from the best practice database. The examples below are just a pick from what’s available.

4.1 Door-to-door information and ticketing

PLUSBUS: rail to bus ticketing across Britain16
PLUSBUS is a discount price bus ticket that train travellers buy with their rail ticket. It gives unlimited
bus travel on participating buses around the town, at the start, inish, or both ends of their journey.
PLUSBUS tickets are available for: a day, 7-days, a month, 3-months and a year. PLUSBUS is available
for 260 cities across Britain.

28 PASSENGER INTERMODALITY FROM A TO Z

Background & Objectives
Following the privatisation of Britain’s rail network in 1996, most rail franchises are managed by trans-
port groups whose background is in local bus operation. In 1998 the UK Government Transport White
Paper put a policy focus on better integration between rail and bus services.
In 1999 the main bus and train operating groups got together to established ‘Journey Solutions’ a
commercial partnership, to examine what operators could practically do to improve integration and also
share examples of best-practice. PLUSBUS was irst introduced in 2002 and now covers all rail-served
towns with a population of 80,000 and above and many smaller locations.
The main objective of PLUSBUS is to encourage train travellers to use local buses for the journey to
their origin rail station and also to complete the “last few miles” of their journey from their destination
station to their inal destination.
The main beneits for travellers are the convenience of being able to buy tickets for their entire journey
in one transaction and getting discount price bus travel. To make it easy for travellers, PLUSBUS has
one price per day for each town.

Implementation
PLUSBUS has been introduced and is funded by ‘Journey Solutions’. Whilst the Government supports
our work, neither ‘Journey Solutions’ or PLUSBUS has received any direct Government funding.
PLUSBUS tickets are normal rail tickets issued by all booking ofice ticket machines used by train op-
erators. PLUSBUS is also available from selected self-service ticket machines at stations. Online sale of
PLUSBUS tickets is planned to start in 2009.
PLUSBUS ticket revenue is fed into the ATOC Rail Settlement Plan with a monthly reimbursement of the
total revenue for PLUSBUS tickets sold for each town to the main bus operator in that locality. All the
participating operators in the PLUSBUS town then have a local agreement on how the revenue is shared
amongst local operators. Bus operators are free to join the scheme, provided that they agree with the
revenue reimbursement method (which has to comply with the Ofice of Fare Trading ‘Ticketing Block
Exemption’) Marketing of PLUSBUS to passengers is undertaken by the ‘Journey Solutions’ working
with the marketing departments of train companies.

Conclusions
In 2007 PLUSBUS was announced WINNER of the IRU ‘Eurochallenge Award’.In the last two years sales
of PLUSBUS tickets have been increasing by 100% year-on-year and now stand at around 30,000
tickets issued each four-weekly period. PLUSBUS demonstrates that private commercial bus and train

PASSENGER INTERMODALITY FROM A TO Z 29

 operators can work together, even in a competitive environment, to introduce integrated ticketing solu-
tions, without the need for central Government to control, inance or legislate.
www.plusbus.info
www.nationalrail.co.uk

4.2 Intermodal networks and interchanges

Plaza Eliptica, a new generation in intermodal interchanges in Madrid

Background17
The city of Madrid already has a long tradition on making intermodality work, with efforts that clearly
pay off. During ten years, the number of annual trips increased from 121 million in 1986 to 276 million
in 2006. Currently, the percentage of trips that involve inter-urban buses in comparison to other modes
of transportation operating in the Region of Madrid (Metro, railway, urban bus system) is 16.3% of the
total number of trips and 26.3% of the public transport trips that occur outside of the city of Madrid.
This increase can be explained by the Madrid Regional Transport Authority’s policy regarding the im-
provement of the inter-urban network’s infrastructures and services.
Already in 1985 the Madrid Regional Transport Authority (MRTA) made a very clear deinition of what
an interchange should be: “Area whose purpose is to minimise the inevitable sensation of having to
change from one mode of transportation to another.” This vision on building accessible, working and
convenient interchanges led the MRTA through almost 20 years of constantly improving Madrid’s pas-
senger transport services and infrastructure. In 2004 the MRTA licensed a public tender for the con-
struction, operation and maintenance of 6 interchanges. The Plaza Eliptica was one of them.
The proposal was to build a new underground transport interchange station that would optimise the
connection with Metro lines 6 and 11 for close to 60,000 users of inter-urban buses, particularly once

30 PASSENGER INTERMODALITY FROM A TO Z

the latter line is extended to the city centre. This would result in the removal of street-level inter-urban
bus services, complete the reorganisation programme of all the inter-urban bus terminals around the
Circular Metro line and improve the waiting and bus-changing experiences of bus users.

Implementation
The transport interchange station is divided into three levels; the irst two of these are for the inter-
urban bus services and the last is for connection with the Metro through a general services area.
On the bus levels – levels 1 and 2 – ten bus bays on each loor which have been designed for 15 metre-
long buses are located around a triangular area or “island” This layout was based on the 14 inter-urban
lines that were forecast to end their routes in the station on a daily basis.
As the heaviest passenger lows consist of passengers getting off buses and going to the Metro station,
particular attention was paid to vertical communication in order to channel these lows as directly as
possible, without prejudicing other passenger movements. Based on this and the triangular form of the
platform, there is a main vertical communication nucleus in the centre of the triangle, with stairs for
reaching the Metro on level 3 from levels 1 and 2, to channel the low of passengers descending to
the Metro. In order to provide continuity without changes of direction or pointless journeys for transit
between levels 1 and 3, on level 2 there is an additional stairway that connects to level 3, continuing
the stairway from level 1 to level 2.

Conclusion
The cost of the work was 60.69 million euros, which was paid for by private inancing through an
administrative concession for the construction and operation of the transport interchange, which was
granted to the company for a period of 35 years.
The new intermodal hub that Plaza Eliptica is, gives a glance on a new generation of intermodal inter-
changes. It combines attractive architecture with convenience, and eficiency with the human touch of
passengers. It also works further on the increase of PT-use numbers in Madrid and the region.

PASSENGER INTERMODALITY FROM A TO Z 31

 4.3 Integration of long-distance travel with the last urban mile

Rent a bike at the railway station (Switzerland)18

Rent a Bike is a national bicycle rental company with a net of over 100 renting locations at Swiss
railway stations to promote the composite use of public transport and non-motorized trafic, in
particular for leisure and tourism.

Background & Objectives

The combination of train and bicycle is a suitable and restful transportation in journeys for a city
trip or sight-seeing tour in the landscape. The combination offers great advantages: By train you
travel fast and comfortable to the starting point of your trip, where the sights of a city or landscape
can be explored relaxed and without stress by bike. But the entrainment of the bicycle by train is
sometimes laborious, not possible or even someone doesn’t keep the bike with him (e.g. tourists).
Therefore in 1987 the Swiss federal railways (SBB) in conjunction with Rent a Bike establish a
nationwide renting location system at Swiss railway stations. In 1997 there were already about 200
renting locations and 4000 bicycles in which Rent a Bike proited of the boom, which was triggered
by the opening of Cycling in Switzerland with the 9 signalled routes in 1998. At the beginning of the
new millennium the renting locations were reduced due to the ongoing automation of the railway
stations and the thereby associated closing of served SBB sales agencies.

32 PASSENGER INTERMODALITY FROM A TO Z

Implementation
A various types of bicycles (country bikes, mountain bikes, children’s bikes, e-bikes and tandems)
- all of them in top quality - are available for rent at some 80 stations of the SBB and a number of
private railways and about 20 youth hostels and camping grounds all over Switzerland.The bicycles
can be hired for half a day or more, either directly at the rental stations without pre-reservation or
booked online in advance. A big advantage of the Rent a Bike rental system is, that somebody can
return his hired bike to different station from the rental station. I.e. the bicycle is hired at the railway
station A and returned at the railway station B.

Conclusions
Rent a Bike is with a turnover around CHF 2 million and 80’000 rented bicycles very successful
and a well-known brand in the leisure and tourism sector. The reduction of renting locations at
railway stations had in fact limited the choices with respect to the starting and inal points of the
trips. However, Rent a Bike could further expand their offerings due to its dense location network
and lexible logistics.

More information
www.rentabike.ch
www.sbb.ch

PASSENGER INTERMODALITY FROM A TO Z 33

 5 Recommendations and good ideas
The working group meetings resulted in a consolidated set of recommendations for passenger inter-
modality in Europe. The inal document19 is a very rich source of information with links to other relevant
projects and initiatives, examples; detailed descriptions of possible solutions and so on. The full docu-
ment (ca. 200 pages) can be obtained via the project’s website. Of course, we want to give you already
a irst insight in the conclusions of the working groups.

5.1 Policy and funding

Recommendation 1
Create a European vision/White Paper for a European door-to-door intermodal passenger travel
information service (WG1)
Create a White Paper for developing a European intermodal passenger travel information service in-
cluding a European vision and implementation plan (or part of a wider themed White Paper). It will serve
as a unifying strategic document providing guidance for all countries and regions wishing to engage in
such a service at a European level. This needs to be driven by a new European Steering Committee for
Intermodal Passenger Travel Information and a supporting study.

Recommendation 2
Develop a road-map for technical co-operation in achieving a European door-to-door intermo-
dal journey planner (WG1)
The idea is to develop a road-map for how technically to roll out a European journey planner in succes-
sive stages using a practical approach. There is a number of basic technical solutions for door-to-door
intermodal journey planners (JPs) working in Europe, mostly on regional, in some cases national scale.
The road-map should provide the answer how to best technically and at the same time feasibly migrate
to the European scale using a combination of available methods.

Recommendation 3
Establish a joint Passenger Intermodality Working Group of existing European Technology Plat-
forms in the ield of passenger transport (WG4)
Establishing of a joint Passenger Intermodality Working Group of the existing modally focused European
Technology Platforms (ETPs) in the ield of passenger transport to support the elaboration of intermo-
dality roadmaps, strategic research agendas and to foster networking between key stakeholders.

34 PASSENGER INTERMODALITY FROM A TO Z

Recommendation 4
Introduce a new EU funding programme “Vasco da Gama” for long distance, international pas-
senger intermodality (WG4)
Introduce within the frame of the upcoming Marco Polo III programme a new EU inancing programme
to support projects with European added-value with main emphasis on improving intermodality and
integration in international long distance passenger transport solutions.

Recommendation 5
Work towards advanced intermodal passenger care (WG5)
Making intermodal transport more attractive by improving the quality and transparency of information
about passenger rights. Enhanced cooperation between institutions with responsibility for those rights
shall ensure passenger rights, supported by a coherent European intermodal passenger rights policy

5.2 Directives and Regulation

Recommendation 6
Establish obligatory delivery of data and information in the ield of ticketing and information (WG1)
This recommendation includes three sub-recommendations that are closely interrelated and contribute
to the aim of better integrated passenger information and ticketing.

Establish a European directive which requires transport operators to make travel planning data
available to journey planning providers
Making a minimum content and quality of travel related information available to local/ regional/national/
European journey planning providers should be an obligatory requirement for transport operators and
authorities. This is of key importance to kick-start cooperation on provision of long distance intermodal
travel information in many countries.

PASSENGER INTERMODALITY FROM A TO Z 35

 Establish obligation to make standardised tariff and timetable information available on request
to authorities responsible for passenger transport information provision
Basic tariff and timetable information should obligatorily be made available by all passenger transport oper-
ators to authorities responsible for passenger transport information provision. This will enable better choice
and eficiency in intermodal planning and ticket purchase because such information is not consistently
available for long distance door-to-door trips and is currently a major barrier to multi/intermodal journey
planning.

Make provision of door to door ticketing information mandatory for long-distance rail-ticket
distributors
When no door-to-door ticket service is available, provision of joined up information on ticketing should be
made compulsory. The idea is to make it mandatory in rail and bus transport for the long-distance ticket re-
tailers to provide information (and for local operators to cooperate) on fares (i.e. their structures and possible
rebates) and fulilment (i.e. how to get the tickets) for all legs of an already selected journey (from A to B).

36 PASSENGER INTERMODALITY FROM A TO Z

5.3 Standardisation and Technology
Recommendation 7
Develop standard for long distance electronic ticketing in TAP TSI to allow compatibility with
local fare management systems (WG1)
Neither paper nor ticketless solutions, as they are described in the current proposal for the TAP TSI20
standard for long distance rail trips are applicable in the growing number of regional or local networks
where control has been automated using contactless systems. A standard data model for electronic
tickets, usable on smart cards or on any other similar electronic devices (e.g. NFC smart phones),
should be developed for a long distance ticket to enable future compatibility with local transport fare
management systems. This standardisation work item has to be reopened within TAP TSI.

Recommendation 8
Create common quality standards for interchanges (WG2)
Create common and Europe-wide standards for the equipment of interchanges (focussing on inter-
changes which are important for long distance passenger travel). The standards should serve as guide-
lines or principles for the building of new interchanges or the adaptation of existing interchanges. The
standards should be (as a long-term vision) integrated in the existing standards of the CEN/ TC 320
(European Committee for Standardisation).

5.4 Assessment and Planning

Recommendation 9
Develop and establish city assessment tool and label for long distance intermodality (WG3)
The proposed benchmarking tool would help to assess the intermodal integration of long distance
transport with local mobility services in a speciic city. The use of this tools would allow to award la-
bels which could work as a strong incentive for cities to improve the situation and as a reference for
the travel and events industry. The scheme could be the basis for mutual learning between cities and
promotion of good practices.

Recommendation 10
Elaborate and establish new business models for effective interchange management (WG2)
Elaboration of new business models for effective interchange management and testing them by
application in practice. The models should include possible working proiles and competencies of an

PASSENGER INTERMODALITY FROM A TO Z 37

 Interchange Manager (central igure in the business models), its tasks and activities and possible i-
nancing models. In the elaboration of the models required legal requirements would have to be taken
into account.

Recommendation 11
Develop a toolkit for a good design of an interchange (WG2)
Creation of a standard Toolkit (preferably an interactive and web-based version) for stakeholders re-
sponsible at an interchange to get a better grasp of how an interchange must be designed. The aim of
the Toolkit would be to help stakeholders to understand the important principles of good interchange
design which should be taken into account.

Recommendation 12
Develop integrated airport accessibility plans (WG3)
Deinition of integrated airport accessibility plans for all airports, to encourage smother intermodal links
between air travel and surface access to the airports and between the various modes for land access to
the airport. Accessibility planning is a necessary condition to implement intermodal solutions for airport
links and eficiently support their use.

Recommendation 13
Foster intermodal business plans (WG4)
This recommendation includes two sub-recommendations that are closely interrelated. Sub-recom-
mendation 13.1 is a pre-condition for sub-recommendations 13.2.

38 PASSENGER INTERMODALITY FROM A TO Z

Develop framework methodology for quantiication and monetary assessment of impacts in
business plans
Develop and agree a suitable framework methodology for the quantiication and monetary assessments
of intermodality impacts for business plans in the ield of passenger intermodality. The longer term
impact of such a model would be for it to gain wider acceptance as the basis for longer term cost and
revenue share arrangements e.g. for the interchange area.

Establish long-term lexible proit sharing arrangements as basis for investments

In order to create the conditions necessary for a public private sector partnership investment in multimodal
schemes where the winners and losers will change over the lifecycle of the development it is necessary to
have a lexible proit sharing arrangement in place. This will reduce risks to all parties and enable speedier
progress towards business case sign off and project implementation.

5.5 Innovative products and services

Recommendation 14
Establish common “CityFlex pass” concept (WG3)
CityFlex pass is a common concept of service provision within an integrated ticket for local transport
services speciically designed for the long distance traveller. The traveller could purchase this as a
standalone ticket for local transport at arrival or during the stay. Another solution would be to optionally
add the CityFlex option to long distance tickets.

Recommendation 15
Develop innovative local taxi services (WG3)
Shared taxis can contribute to mobilise the underused resource of taxi vehicles and drivers to offer new
lexible and demand-responsive, reliable, accessible, affordable services with a low access threshold
for visitors and well integrated into the public transport, especially long distance interchange hubs.

PASSENGER INTERMODALITY FROM A TO Z 39

 Recommendation 16
Integrate cooperation and information platforms into a mobility centre for the mobility manage-
ment of large events (WG3)
Creation of a mobility centre for the event, consisting in a cooperation platform between stakeholders,
ideally including the participants, and an information platform for long distance visitors to the event.
Creation of the ICT tools to support this mobility centre and to provide tailor-made travel advice and
information, possibly updated throughout the entire journey. Developing marketing-based combined
travel products, tailored to the event target groups.

Recommendation 17
Provide early information to travellers about airport links and accessibility (WG3)
Airports and airlines should provide information to passengers at the different stages of the trip chain
including at the airport of origin. The information should be on the light, public transport options and
accessibility at the airport of destination.

Recommendation 18
Create push & pull strategy on business trips (WG3)
Reducing monomodal car use for business trips and achieving a shift towards inter- and multimodality
by calling upon companies’ corporate social responsibility and by taking ‘soft policy’ actions to inlu-
ence the rules and the organisation of business trips within companies and institutions (pull factor). An
important lever to create supporting framework conditions is taxation regulation for (company) cars and
reimbursement rules for (private) car use for business trips (push factor).

40 PASSENGER INTERMODALITY FROM A TO Z

5.6 Training and education
Recommendation 19
Foster training and education on passenger intermodality (WG4)
Introduction of passenger intermodality and cooperative processes as topics for professional training
courses for practitioners and in curricula of transport related study programmes. Widely established
training would contribute to changing mentalities and processes in the mid- to long-run.

PASSENGER INTERMODALITY FROM A TO Z 41

 6 A look into the future
6.1 The state-of-the-art
The LINK project has shown that despite a number of shining examples the state of the art of quality
and coverage of long-distance intermodal passenger services is still very patchy with large differences
between countries and European regions.
Many issues still need to be addressed if signiicant progress is to be made towards a vision of comfort-
able, best value long-distance intermodal travel from A-B where passengers have a real, well promoted,
transparent choice in travel options and the use of more than one mode is not perceived as a major
discomfort of travel.
Three underlying issues really stand out as being the key to making a breakthrough in the quality and
coverage of long-distance intermodal services.

1. Long-distance intermodality is the ultimate test of putting the passenger at the heart of trans-
port and this passenger centred culture needs to be cultivated and shared across operators
of transport services and interchanges, transport planners and decision makers at the urban,
regional, national and European levels. Once such a culture is in place with suficient incentives
for those involved to facilitate travelling across modes, cooperation and innovation will surely
follow.
2. This is still a relatively new topic and clear social-economic „business“ cases need to be dem-
onstrated for long-distance intermodal measures such as travel planners and integrated ticket-
ing if they are to be taken up by operators and public sector planners and decision makers. This
can only be done through at least partially public funded research and demonstration projects
which are thoroughly evaluated. This is of particular importance as long-distance passenger
intermodality has no obvious advocacy group as single modes do, so the arguments have to be
strong.
3. To achieve high quality passenger intermodality at a European level is a very tough task, be-
cause we not only need to address the issues above at the urban and national levels, but we
also need to bridge issues of European policy, standards, minimum levels of service, common
approaches, mechanisms of international cooperation and in some cases regulation will be
required.

42 PASSENGER INTERMODALITY FROM A TO Z

 LINK has described in its recommendations in very speciic terms what can be done at the Eu-
ropean level to address these issues. The main question about the future is not really whether
long/distance intermodality will improve but how quickly and in which directions.

6.2 Where we can be in 15 years

From a European perspective within 15 years it would be desirable and realistic to have the following
“services” in place
• a European one-stop shop intermodal travel planner with a single entry point and a minimum level
of data provided in each country including timetable, travel time, basic fare/charge information and
“how to buy tickets” information;
• Simple combined long-distance + urban travel tickets are effectively marketed and offered by most
long-distance transport operators in Europe (in co-operation with urban and regional transport
authorities and operators);
• accepted standards for the design of interchanges to cater for the needs of long-distance travellers
will be employed in all new facilities and for refurbishments and reconstruction of existing ones;
• local transport services such as shared taxis, car share or bike rental joined up (at least in terms
of ticket sale and information) with long-distance transport will be offered by most long-distance
operators as provided by most major cities.

In addition we might expect within 15 years that for long-distance trips

• in a number of countries, sustainable long-distance transport behaviour will be successfully tar-

geted and encouraged in companies and for event management through the use of mobility man-
agement techniques and centres;
• road operators will automatically provide or direct travellers to comparison information between
road and public transport options and will provide information on expected delays during planned
events such as roadworks and trade fairs;
• a number of national tax systems will be adjusted to incentivise sustainable long-distance travel
behaviour.

PASSENGER INTERMODALITY FROM A TO Z 43

 6.3 What needs to be done at the European level to get there
in 15 years
For such an accelerated European development however, a number of key steps need to be made at
the European level :

• Various tools of European funding (Service contracts, INTERREG, IEE STEER, FP7, TEN-T /EasyWay,
cohesion funds) should be encouraged and enabled to fund the implementation of the LINK recom-
mendations and selected Euro-regional intermodal transport demonstration projects.
• Long-distance passenger intermodality must become a central pillar of the new EU transport policy
and this policy priority must be well promoted at the national and European political level and backed
up by European tools to implement the policy.
• In the short-term, various tools of European funding (Service contracts, INTERREG, IEE STEER, FP7,
TEN-T /EasyWay,cohesion funds) should be encouraged and enabled to fund the implementation of
the LINK recommendations and selected Euro-regional intermodal transport demonstration projects
• The Vasco da Gama programme proposed within LINK for demonstration and evaluation of long-
distance intermodal services should be set-up and substantially funded within the Marco Polo pro-
gramme from 2014.
• Vasco da Gama should include a horizontal project which would provide the home for a formal
stakeholder forum (LINK+) which would coordinate the further development of Vasco da Gama and
the LINK agenda including further support of policy development, best practice dissemination and
the preparation of demonstration projects.
• The European intermodal travel planner needs to be included as a key project of the ITS action plan
directive, i.e. intermodal passenger transport information should become a central pillar rather than
a side-show of road transport information.
• A basic level of service of intermodal travel planning information should be deined and mandated
through a European directive.
An intense programme of education and training should be developed and transferred to the national
and urban levels to support the development of a passenger centered planning and operations culture
for intermodal transport.

44 PASSENGER INTERMODALITY FROM A TO Z

PASSENGER INTERMODALITY FROM A TO Z 45
 Annex
1 (p. 8) KITE A Knowledge base for intermodal passenger travel in Europe www.kite-project.eu All KITE reports
can be downloaded from this site.
2 (p. 8) KITE D8: Report about results: user requirements and indicators about demand volumes
Chlond, B. and Manz, W. INVERMO das Mobilitätspanel für den Fernverke, Dynamische und statische
Elemente des Verkehrsverhaltens. Wissenschaftliches Kolloquium Karlsruhe 2000.
3 (p. 8) Schriftenreihe der Deutschen Verkehrswissenschaftlichen Gesellschaft e. V., Bergisch Gladbach, 2005.
4 (p. 9) KITE D4: Relevant Market Segments in intermodal passenger travel
5 (p. 11) http://www.linkforum.eu/vl_content.phtml?id=293
6 (p. 12) D11, Guidelines for assessing intermodal measures under data availability constraints, KITE, www.kite-eu.org
7 (p. 13) Study Towards Passenger Intermodality in the EU, 2004, ILS
8 (p. 13) First Working Group Minutes (published on www.linkforum.eu)
9 (p. 13) Conclusions of initial consultation (published on www.linkforum.eu)
10 (p. 13) LINK Working Group Agenda (published on www.linkforum.eu)

11 (p. 19) LINK D7 Conclusions of the initial consultation – http://www.linkforum.eu/download.phtml?ID1=1006

12 (p. 19) LINK D24 Conclusions of the mid-term consultation - http://www.linkforum.eu/download.phtml?ID1=1006

13 (p. 20) LINK D19 Conclusions of inal consultation - http://www.linkforum.eu/download.phtml?ID1=1006

14 (p. 21) To be found at www.linkforum.eu, in the Download Area.

15 (p. 26) LINK D23b – Identiication of needs for further reseach - http://www.linkforum.eu/download.phtml?ID1=1006

16 (p. 28) Available at www.linkforum.eu , case study written by Jonathan Radley

17 (p. 30) Available at www.linkforum.eu, case study written by Jan Christiaens (source: Javier Aldecoa)

18 (p. 32) Available at www.linkforum.eu, case study written by Dominik Oetterli

19 (p. 34) To be found in the download area; www.linkforum.eu

20 (p. 37) TAP TSI Technical Speciications for Interoperability for Telematic Applications for Passenger, deined by
the ERA (European Railway Agency)

46 PASSENGER INTERMODALITY FROM A TO Z

Imprint

Text:
Paul Riley (Jacobs Consultancy), Sebastian Bührmann (Rupprecht Consult), Patrick Hoenninger (ILS),
Jan Christiaens (Mobiel 21)

Final edit:

Jan Christiaens (Mobiel 21)

Design, graphic and lay-out:

Volker Hoffmann (FGM-AMOR)

Pictures:
FGM-AMOR: Cover, p.7, p.12, p.26 left, p.33 left, p.36 top, p.39 right, p.40

istockphoto: p.9 right, p.11, p.15 (3), p.16 (2), p.23, p.26 right, p.35 (2), p.36 bottom, p.38 bottom

Kindly provided by project partners: p.9 left, p.22, p.24, p.26 bottom, p.30-31, p.39 left
Kindly provided by Rentabike (www.rentabike.ch)

The LINK-consortium wishes to thank all experts and stakeholders involved in LINK, for their input,
reviews and expert views.

This document has been prepared by the authors on behalf of the European Commission, DG MOVE.
It does however not necessarily relect the views of the European Commission.

PASSENGER INTERMODALITY FROM A TO Z 47

48 PASSENGER INTERMODALITY FROM A TO Z