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A bet on Public Transport Carlos CRISTÓBAL PINTO Head of Studies and Planning Department Consorcio Regional de Transport

MADRID. A bet on Public Transport Carlos CRISTÓBAL PINTO Head of Studies and Planning Department Consorcio Regional de Transportes de Madrid. MADRID REGION.

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A bet on Public Transport Carlos CRISTÓBAL PINTO Head of Studies and Planning Department Consorcio Regional de Transport

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  1. MADRID A bet on Public Transport Carlos CRISTÓBAL PINTO Head of Studies and Planning Department Consorcio Regional de Transportes de Madrid

  2. MADRID REGION Madrid is one of 17 autonomous regions of Spain, formed up by 179 municipalities, with a big diversity of size and countryside, from flat areas to high mountains.

  3. TERRITORIAL STRUCTURE Madrid Region organisation and location of population, activities and socio-economic features show a well-defined functional structure: • Madrid city, as the main municipality of the region, concentrates economic activities. • Madrid metropolitan ring, which consists of a number of large and medium size entities around the municipality of Madrid, with strong relations with the central city. • Rest of the region, with small and medium size municipalities. Madrid city: A Metropolitan ring: B1, B2, B3 Regional ring: C1, C2.

  4. POPULATION, SURFACE AND DENSITY POPULATION (MILLIONS) AREA (km2) DENSITY (Inhab/km2)

  5. GENERAL MOBILITY BY MODE AND PURPOSE The total number of trips in the Madrid region during a weekday in 1996 was 10.6 millions. MODAL SPLIT OF TOTAL TRIPS IN MADRID These trips can be distributed almost evenly in the three main modes: walk, publictransport and privatecars. TRIPS BY PURPOSE And are classified as follow by purpose.

  6. MODAL SPLIT FOR MOTORISED TRIPS Modal split for motorised trips 54/46 PT/PC is slightly higher in public transport. The use of PT for inner movements within Madrid city are clearly higher than PC, 66/34. For radial trips between the metropolitan ring and the central city the distribution is quite equal 52/48, PT/PC. Into the metropolitan ring the use of the car is predominant, 30/70.

  7. PUBLIC TRANSPORT MODES The public transport system in the region of Madrid consists of four modes: • Two urban modes in the city of Madrid: metro and bus(EMT) • Two metropolitan modes in the region: bus and commuter railways (Cercanías)

  8. SUPPLY AND DEMAND OF PUBLIC TRANSPORT (2002)

  9. SITUATION BEFORE CREATION OF CRTM • From 1970 to 1985 public transport lost about 20% of users, meanwhile during the same period Metro network multiplied by two its length. • The main transport reasons were: no co-ordination of networks between different PT modes, no investment on new rolling stock or buses, different tickets for each different PT operator, and so on. • But there were other reasons as: • Social reasons: evolution from 4 trips per day to 2 trips, and Saturday no-working day. • Economic reasons: Increase of income per capita and motorisation, specially in the first half of the period • Location reasons: population leaves Madrid city to other cities in the metropolitan ring, increasing the use of private car.

  10. BASIC FUNCTIONS OF A PTA • Administrative Integration • With the creation of the Consorcio Regional de Transportes, as unique public transport authority, gathering responsibilities of the Madrid Region and the adhered local governments. • Fare Integration • With the implementation of the Travel Pass, which is presently used in more than 65% of public transport journeys. • Modal Integration • Assuming that different transport modes are complementary, expanding network and services, both railways and buses, being intermodality a key issue.

  11. ADMINISTRATIVE INTEGRATION

  12. CREATION OF CRTM • CRTM was created by law 5/1985, 16th May, of the Regional Government of Madrid. • CRTM is an autonomous agency of the Regional Government.

  13. PUBLIC BUS COMPANIES PRIVATE BUS COMPANIES RENFE (RAILWAY) METRO INSTITUTIONAL FRAMEWORK MINISTRY OF PUBLIC WORKS AND TRANSPORT MADRID REGIONAL GOVERNMENT MUNICIPALITIES THAT ARE MEMBERS OF CRTM

  14. FUNCTIONS OF CRTM • Planning of Public Transport Infrastructures. • Establishment of an integrated Fare System for the whole Public Transport Network and the Finance Framework of the System. • Planning of Transport Services and Definition of Co-ordinate Operating Programs for all Transport Modes. • Creation of an Overall Image of the Public Transport System where CRTM holds the external relation with the users. PTA – Operator functions Strategic level: only Public Transport Authority (CRTM) Tactical level: CRTM very important, Operators less Operational level: only Operators

  15. EXECUTIVE BODIES OF CRTM • The Management Board is made up by 20 members: • 5 of Madrid Regional Government • 5 of Madrid City Council • 3 of other City Council Municipalities • 2 of the National Government • 2 of Enterprises Associations • 2 of Labour Force • 1 of Consumers Associations • + 2 Observers without vote rights: CRTM General Manager and Management Board Secretary • Presidency, 2 members: • President: Madrid Regional Minister of Transport • Vice President : Madrid City Council Transport Councillor • Executive Committee, 4 members: • 2 of Madrid Regional Government • 2 of Madrid City Council

  16. RELATIONS OF CRTM • Relations with National Government: Transport, Environment, • Relations with Regional Government: Transport, Environment, Land Policy, Education, Health, etc. • Relations with local councils: Transport, Land Policy • Relations with Operators • Relations with Labour Force • Relations with local neighbourhoods associations, users associations • Relations with international associations or delegations

  17. FARE INTEGRATION

  18. Types of Multimodal Travel Passes Abono Transportes is a multimodal travel pass of unlimited use for a period of time (month or year), in buses, metro and railways of the region, within a validity zone. FARE ZONE SYSTEM There are different types of monthly passes: • Ordinary pass: users between 21 and 64 years old. • Young pass: valid until June of the year when the user is 21 years old. • Elderly pass: persons 65 years old or older. Besides these three monthly passes, there are annual passes for ordinary and elderly users.

  19. Multimodal Travel Passes Use by Type and Fare Zone BY PASS TYPE 21.1% 6.1% 54.4% 18.4% BY FARE ZONE 21.1% 34.0% 3.0% 41.9%

  20. Evolution of Travel Pass Selling More than 1.1 million persons use monthly the Travel Pass. In 2000, 64.5 % of public transport trips were made using the Travel Pass.

  21. MODAL INTEGRATION: EXAMPLES Metro Extension Plans HOV lane Interchange points

  22. MADRID METRO EXTENSION PLAN1995-1999

  23. Madrid Metro Extension Plan 1995-1999 • 56.3 new km • 38 stations • 9 interchanges

  24. MADRID METRO EXTENSION PLAN1999-2003

  25. Metro Extension Plan 1999-2003 • 54.6 new km • 36 stations • 11 interchanges

  26. Basic Data of MetroSur BASIC DETAILS OF METROSUR • Length of MetroSur: 40.5 km. • Stations: 28, with 6 interchanges with commuter railway and 1 interchange with metro network. • Overall investment: 1,640 millions euros, including rolling stock. • Execution period: four years, 1999-2003. • Direct access by MetroSur between the five large towns of Alcorcón, Leganés, Getafe, Fuenlabrada and Móstoles. • Access involving one simple transfer between MetroSur and Commuter railway to the middle towns of Aranjuez, Ciempozuelos, Valdemoro, Parla, Pinto and Humanes.

  27. CHARACTERISTICS OF THE N-VI CORRIDOR • Population density is the lowest in the region • High car ownership (500 veh/1,000 inh.) • High income level • Valuable environmental background • No space available for further infrastructure • High population growth N-VI corridor

  28. THE SYSTEM • The BUS-HOV system is a novelty in Europe, providing both promotion ofPublic Transport in the corridor, as well as a mean to increase car occupancy, reaching environmental objectives through infrastructure management. • The BUS-HOV facility is physically separated by concrete barriers from the rest all-purpose lanes. • It extends from the suburban village of Las Rozas, some 18 km from the urban core, to the urban district of Moncloa, ending at an interchange station

  29. GOALS OF THE SCHEME • To increase infrastructure capacity in terms of number of travellers • To eliminate congestion for BUS-HOV users • To improve level of service for other users • To reduce travel time • To increase car occupancy The facility operates on a reversible-flow basis (inbound in the morning and outbound in the evening on working days and the opposite on weekends).

  30. TWO DIFFERENT STRETCHES The first one extends from Las Rozas to the exit for HOV vehicles in Puerta del Hierro, where the N-VI connects with the first beltway (M-30) and has two lanes for buses and HOVs. The length of the HOV facility is 12.3 km. The accesses to these two stretches are located at the two extremes in the starting and final points, and at 3 embarking points located in the central part of the motorway. The second one, from Puerta del Hierro exit to the metro and bus station of Moncloa, is a single lane for exclusive use of buses. The length of the only bus lane is 3.8 km. A key element in the system has been the interchange in Moncloa, located in the city extreme of the facility.

  31. EMBARKINGS POINTS

  32. PASSENGERS IN THE CORRIDOR (peak period 7-10 h inbound Madrid) During the morning peak hour, 60% of passengers of N-VI corridor access to Madrid through the 2 lanes of HOV facility.

  33. Avenida de América Interchange • The Interchange was built underground, in order to create an extensive pedestrian area at street level. The only elements above ground are a domed access pavilion to the Interchange and some clerestories designed to provide it with natural daylight. • The 480 m long access tunnel serves the Interchange providing direct entry and exit that can save as much as 15 minutes buses time in rush hours. • Private Finance: 25.4 million euro by concession to 25 years.

  34. Avenida de América Interchange - Sections Level -1: Main concourse leading off to all other levels, the shopping area and long distance coach station with 18 bays. Level -2: Urban and metropolitan bus station with 19 bays and connections to the bus entry and exit tunnels. Level -3: Access concourse to Metro, shopping area and public car park for 269 short-stay vehicles. Level -4: Local residents long-term park with 396 spaces.

  35. PUBLIC TRANSPORT DEMAND EVOLUTION 1,513.8 Millions of passengers per year 950.5 CRTM Creation • The addition of all these different measures have had an important impact on the mobility of Madrid region. • The demand of public transport has increased 60% since the Regional Transport Authority creation (1986-2002).

  36. Thank you very much for your attention Carlos CRISTÓBAL-PINTO Head of Studies and Planning Department Consorcio Regional de Transportes de Madrid Plaza Descubridor Diego de Ordás, 3 28003 Madrid (Spain) Tel: +34 – 91 580 4531 Fax: +34 – 91 580 4634 E-mail: carlos.cristobal@ctm-comadrid.com

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