D5 Annex report WP 4 - ETIS plus

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D5 Annex WP 4: ETIS DATABASE METHODOLOGY AND DATABASE USER MANUAL – PASSENGER DEMAND It should also provide a proper basis for comparison between modes. For this reason it should be mentioned that the requirements for the indicators listed have been considered as a minimum requirement and do not reflect one to one the selected variables to be included in this work package. The main data gap identified is the passenger OD matrix. A few countries like Germany, Netherlands and UK etc. monitor transport on a more or less periodical base by surveys which can be used to compute respectively derive a model based passenger trip matrix. In most countries just link counts of different detail and quality are available which do neither allow to identify the origin and destination of the traveller nor to analyse the type of traveller or the route chosen. The existing national matrices also differ in the observation time as well as in the transport type stated. While some matrices reflect all kind of transport from urban to long distance others just monitor the long distance cross border trips above 100 km. Furthermore transport into regions abroad are considered very differently in scope and regional detail and some countries just concentrate on the national traffic but on a very detailed level. Other countries like Italy and Greece state that detailed information exist but just for internal use and therefore aggregated numbers exist for public use only. Concerning the transport monitored one can state that if there is information the three main modes air, rail and road are covered at least. But besides the three main modes considered there are the modes bus, inland waterways / ferries and sea. As the data sources about these additional modes are very rare and for a lot of countries these modes are not reflecting a major transport share of the total passenger transport volume, we’ll consider these modes in the light of the projects’ scope as follows. Water based modes can be treated as public mode and will be assigned to the main modes according to the service they offer. So passengers using a rail connection where the train will be picked up by a ferry will be assigned to the rail mode. The same holds for the road mode where cars are picked up. Just the few cases where only water based modes are or can be used, like between the Greek islands, justify the separation of these modes from the others. As the number of travellers are quite small compared to the total number of trips in Europe and the information available is not detailed enough to allow the identification of a reliable/complete OD of the passengers across Europe we’ll follow the suggestion mentioned above. Another lack of information concerns the bus mode. Neither there is a source where all services can be collected even on a country base, nor the costs and the type of service (round trip, charter, line) can be identified. In addition the treatment of long distance bus services within the European countries is quite different. While there is an open market in UK with very different pricing levels, Germany restricts such services based on the argument to prevent competition to the rail mode. The consequence is to constrain the approach selected here to the exclusion of the bus mode. Travellers will be assigned to the other main modes. 10 Document3 27 May 2004
D5 Annex WP 4: ETIS DATABASE METHODOLOGY AND DATABASE USER MANUAL – PASSENGER DEMAND For more information concerning the bus and water based modes it is referred to WP 7. Despite the difficulties mentioned above a region to region (also cross border) transport structure in which change of modes are included concerning the main mode air has to be considered as the only approach to satisfy the clients needs as otherwise the computation of the indicators for policy purposes as well as a monitoring of the TEN would not be possible. The approach suggested to face the challenges mentioned will be described verbally in chapter 5. Furthermore one will find a theoretical outline on the topic of intermodality on long distance passenger trips concerning the main mode air. Here the general approach to construct the intermodal route will be stated in context with the general problem of route choice, which is obviously applicable for each mode. More details about intermodal transport issues can only be provided if access and egress modes to the airport and railway stations can be identified in detail across Europe. Beside not knowing the true origin and destination of the traveller, another gap identified already are the missing information about the trip purpose of the passenger. While for some countries data are available most countries just have no information about this item. To fill this gap the European long distance travel survey Dateline will be used. If results are valid then one will be able to distinguish between business and nonbusiness trips. In order to be able to translate volumes into vehicle movements additional information is needed. Here information on vehicle/vessel type and loading factor is needed. These information can even vary by mode per trip purpose and market / destination considered. For the assignment assumptions have to be used due to missing observations across Europe. For more details it is referred to WP 5. Reflecting the statements above it will be attempted to apply a record structure with the main modes: · Air (including access and egress by rail and road) · rail (including ferries due to services offered) and · road (including ferries due to services offered) and a maximum separation of the passenger transport flows into the trip motives: · Business: these trips cover all changes of place related to journeys that start at a person’s working place and return to it. · Nonbusiness: covers all trips that start at an individual’s place of residence and return to it. Document3 27 May 2004 11
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ANNEX A DESCRIPTION OF INDICATORS C
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ANNEX B DESCRIPTION OF SUPPORTING I
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ANNEX C INDICATOR COMPILATION TEMPL
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ANNEX D EUROSTAT NEW CRONOS TABLES
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ANNEX E PASSENGER FLOWS FRANCE - TE
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ANNEX F OBSERVED ODDATELINE MATRI
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