Governance issues and measures toward sustainability in Paris / Ile-de-France Mrs. Sophie MOUGARD

1. Governance issues and measures toward sustainability in Paris / Ile-de-France Mrs. Sophie MOUGARD EMTA General Meeting 15-16 April 2010 in Budapest (Hungary)

2. Administrative levels The Ile-de-France region: 11.5 million inhabitants(18.13% of the French population) 5.3 million jobs 29% of GNP Area: 12,000 km² Regional administrative levels: 1 Regional Council 8 ‘Départements’ (counties) of which the City of Paris 110 intermunicipalities 1 280 municipalities • French administrative levels: • State • Regions • ‘Départements’ (counties) • Intermunicipalities • Municiplaities 2

3. Metro: 14 lines, including 1 fully automated 214 km / 300 stations 1,472.5 million journeysin 2008 Railway network:1,411 km / 444 stations 1,296.1 million journeys in 2008 Bus: 1,312 lines / 22,670 km 28,950 stops / 8,000 buses 1,287 million journeys in 2008 Tramway & TVM: 3 tram lines / 31.5 km and TVM 12.5 km (TVM: express bus in exclusive lane)6 stops total 107.6 million journeys in 2008 Tram-train: 1 line / 8 km / 11 stops Main characteristics of the area covered by STIF Networks & figures 3

4. Main characteristics of the area covered by STIF Modal shares In Paris, the level of public transport use (in orange) is threefold that of the outer suburbs. This ratio is fully reversed when it comes to use of private cars (in green). 4

5. Main characteristics of the area covered by STIF Motorisation level (cars vs public transport) Average yearly evolution of both road traffic and PT traffic Car share in motorized mobility 5

6. Railway network in Ile-de-France

7. Railway network map

8. Metro network map 8

9. Bus network and ‘Mobilien’ map Mobilien: regional bus network 9

10. Stakeholders in MTA PT servicing 1. Comptetentauthorities European Union European regulations General public policy objectives State French laws Urban transit policy, network development, fares STIF STIF Contracts Operators Network management

11. STIF is the public transport authority for the Île-de-France Region and is competent for all modes of transport. Its missions are as follows: definition and organisation of public transport services (definition of services - road, light rail, heavy rail - and quality, fare policy, contractual relation with operators, financial balance of the system) extension of the network and projection, planning and monitoring activity. Since 1st July 2005: The Regional Council holds a majority of the seats on the STIF Board as well as the chairmanship The French government no longer has representation on the STIF Board 2 new representatives have joined the Board: 1 representative from the economic sector appointed by the CRCI 1 representative from the intermunicipalities in Ile-de-France, elected by the college of EPCI chairmen Stakeholders in MTA PT servicing STIF Board 2. Organisers CRCI: Regional Chamber of Commerce and Industry EPCI: Inter-municipalities 11

12. Stakeholders in MTA PT servicing 3. Service providers • RATP – National public company (Monopoly) • Metro system • Tramway systems • 2 RER lines (rapid transit railway) • 4,300 buses – 266 lines in central zone • SNCF – National public company (Monopoly) • 5 RER lines (2 shared with the RATP) • Transilien railway network (trans-regional) • RFF– French Railway Network • As owner of the railway infrastructure, this a public body administers the corridors and is funded through fares. • OPTILE – Association of 76 private bus operators • (of which 3 main companies such as VEOLIA, KEOLIS and TRANSDEV) • 4,181 buses daily – 1,079 regular lines in the outskirts of Paris • 284 million journeys in 2008 • Own exclusive rights to their routes

13. Contribution to PT financing (2008) Direct revenue (passengers) € 2,979 m 38.3% Transport tax € 2,971 m 38.2% Public subsidies € 1,522 m 19.6% (Incl. € 1.075 bn statutory contributions and € 74 m fare subsidies from the Regional Council) Other € 300 m 3.9% Operating expenses € 7,772 m SNCF Public corporation Railway networks € 2,642 m (incl. € 600 m in tolls to RFF) 34% OPTILE Bus network € 777.2 m 10% Other € 77.72 m 1% RATP Public corporation (Metro + Bus + Tramways + RER) € 4,275 m 55% 13

14. Contribution to PT financing REGION DEPARTEMENTS Third-party payers Social fares Local governments or groups of them STIF Employers TT Grants for extra services in specific areas Contracts season transport pass reimb. SNCF RATP OPTILE Tickets HOUSEHOLDS 14

15. Characteristics of PT servicing Contractual relationships STIF-SNCF and STIF-RATP contracts signed in February 2008 OPTILE contracts: ‘Type I’ contracts (1st generation) were signed in 2007 ‘Type II’ contract negotiations (2nd generation) are underway RFF contract (railway infrastructure) signed in July 2009

16. Characteristics of PT servicing STIF-SNCF & STIF-RATP contracts 2008-2011 Better service for passengers in Ile de France Implementing tools for an ambitious policy on public transport development New partnership relation between STIF and operators Service standards: description of supply, regularity, accessibility, ticket distribution, station services, information, equipment reliability... Measuring, inspection methods and profit-sharing levels in relation to objectives (bonus / penalty) Stricter requirements: different rules apply according to line, type of day and time of day Clearer and more motivating methods of compensation that separate reserves for investment costs from reserves for operating expenses Ambitious multi-year investment programmes to modernise the networks(€ 7 billion for RATP and SNCF over four years)

17. Characteristics of PT servicing STIF-SNCF & STIF-RATP contracts 2008-2011 Select key figures on progress of the offer and quality of service

18. Characteristics of PT servicing Contracts with OPTILE companies • These contracts are advancing the previous funding agreement towards an actual contractual system • The ‘Type I’ contract (1st generation) signed on 1st January 2007 for a maximum of four years is an initial step: • Monitor and improve the offer and quality of service • Use a uniform pay scale • Produce multi-year business plans • The stakes of the ‘Type II’ contracts (2nd generation): • Cohesion/basin network (catchment area) • A public service contract • Stricter requirements for both the offer and the quality of service • Compensation in line with public service obligations • ‘Type II’ contracts would include a partnership agreement involving the local governments affected, the STIF and the operator

19. Characteristics of PT servicing Fares (incl. discounts) • Single tickets: 5% (of the total of sales) • Ticket books: 15% • Season passes: 80% • ‘Navigo’ : Weekly passes • Monthly passes (3 million units) • Yearly passes ‘Intégrale’ (1 million units) • ‘Imagine’R’: Student pass (up to 26 years old) • Reduced Transit Fares: • Free for those receiving unemployment benefit (RMI), single-parent allowance (API), Specific Solidarity benefit (ASS), Supp. Universal Healthcare Coverage recipients (CMU) (RSA (job support income) benefits taken into account) • ‘Carte Solidarité Transport’ (for recipients of State benefits): 75% discount • ‘Améthyste’: yearly season pass distributed by the ’Départements’ (French counties)to 300,000 seniors and disabled • Tourist Passes: • ‘Mobilis’ (valid during 1 day only) • ‘Paris Visite’ (valid during 1,2,3 or 5 days)

20. Responsibilities regarding other transport modes in the MTA area Region ‘Départements’ (counties) Municipalities State STIF Public transport Public parking Delivery of goods Roads Sharing of responsibilities • Different actors are responsible for planning, at different levels: • State, Region, ‘Département’ (Counties), Built-up (metropolitan) Area, Towns • Plans are linked to legal compatibility requirements

21. Quality of service and passenger rights Quality of service in general • Assessing quality delivered and quality perceived • It is important that contracts include a dual quality assessment. • The quality of the service provided by the operator: this can be assessed using a set of indicators established by common agreement between the Organising Authority and the company. This measure enables the company’s performance in a certain number of areas to be assessed. • The quality of service as perceived by passengers: this is more often assessed through surveys conducted with passengers on the various networks, by asking them questions on the different points that are assessed in the contract. • The important thing is to have this dual quality perspective, in order to check that what is being assessed in the contract with the operator is actually what passengers on the ground are experiencing. This enables us to ensure that the survey findings are consistent. • Example: conducting a passenger survey enabled the STIF to realise that the RATP and the SNCF were receiving a bonus based on station and train cleanliness indicators, while passengers viewed the situation as unsatisfactory. •  La phrase n’est pas terminée dans la version FR. Voici donc ma suggestion.

22. Quality of service and passenger rights Quality of service in the contracts 2008-2011 • General principles and indicators within the contract • More detailed and complete description of the commitments regarding each component of the quality of service (information, reception desks, selling, accessibility, safety...) •  Specifying regularity follow-up (objectives unchanged) as a replacement for the global approach •  Specifying the follow-up of network access indicators (information, reception in station, functioning of the escalators) as a replacement for the global approach • New commitments coupled with penalties on services relevant for mobility reliability (help desk to passengers in station, repairing of the lifts and escalators, information about their reactivation lead time)

23. Quality of service and passenger rights Quality of service in the contracts 2008-2011 •  Better recognition of passenger’s feeling: setting up of a yearly survey in order to assess the evolution of passenger’s perception regarding the quality of service rendered, which results in bonus / malus •  Widespread quality of service measuring device: threefold of the number of indicators followed with bonus / malus (154 in total), doubling of the financial incentives budget (€ 48 m), possible bonus decrease in case of aid and repairing delays •  ‘Technical’ measure completed by a yearly passenger's perception survey (resulting in bonus / malus) •  A strengthened control of the measures received by the operators: yearly audits and penalties in case of significant gaps compared to the objectives

24. Quality of service and passenger rights Quality of service in the contracts 2008-2011 • Relationships with passengers •  Communication: setting up of common principles with operators • consistent and readable communication • building up the image of an integrated network (fare policy, information, branding…) •  Setting up local consultation process: • main rail lines committees • local collection of complaints from disabled passengers (provisioned in French law) • regular passenger’s perception measure •  Linking the commitments of the operators into a sustainable development perspective

25. Selected tools and measures to promote sustainable mobility The Regional Urban Mobility Plan (PDUIF) • The PDUIF: a framework document on public transport in Ile-de-France that breaks down into short-term and medium-term operational actions • A longer period than the current PDUIF so the actions are implemented effectively  deadline 2020 • A scope covering all the transit policies (infrastructures, operation, quality of service) in observance of the authorities of the various players • Strategic objectives that are broken down into region-specific operational actions • Actions should be evaluated in relation to the planned objectives • Ongoing monitoring

26. Selected tools and measures to promote sustainable mobility The objectives of the PDUIF: managing the changing context of the transit policy in Ile-de-France • Urban challenges in Ile-de-France • 60,000 housing units built every year • fight against urban sprawl by encouraging urban density in city centres or population centres in existing urban hubs. • Changes in the energy field • decreasing supply of fossil fuel, • rising energy prices, • commitments to reduce greenhouse gas emissions • Changing social expectations • increased awareness of sustainable development • changes in how cars are being used, which is becoming apparent in Ile-de-France as well as the rest of France • Changes in society and lifestyles • ageing of the population • patterns and times of transport are changing

27. Selected tools and measures to promote sustainable mobility The PDUIF: a technical elaboration process to identify pertinent actions through thematicwork groups

28. Selected tools and measures to promote sustainable mobility What is at stake in the PDUIF? The PDUIF must ensure a sustainable balance between the needs of mobility, the protection of environment and health and the financial needs. This balance shall facilitate the attractiveness of the French region ‘Ile-de-France’ and guarantee the social cohesion. Sustainable balance FINANCING MOBILITY ENVIRONMENT, HEALTH, QUALITY OF LIFE  Ensuring the mobility needs of people and goods:  According to the different scales of mobility  For various motives  For all •  Reducing environmental nuisances (pollution, greenhouse gases, noise) • Improving road safety • Improving the quality of life • Controlling energy consumption and reducing the dependence on fossil fuels •  Ensuring the financial sustainability • Identifying the sources of financing for all the actions of the Regional Urban Mobility Plan (RUMP) whatever the scope • Looking for efficient measures • In order to ensure this balance today and moreover in the future, we have to: • Change the mobility conditions • Change our behaviour

29. Selected tools and measures to promote sustainable mobility The challenges of the PDUIF to reduce road traffic and promote alternative modes of transport Changing the mobility conditions Changing our behaviour Acting on the urban forms and urban development 1 Convincing the key players and stimulating the will to act together Making public transport more attractive 2 8 Restoring walking as a major item in the mobility chain 3 Raising citizens awareness 9 Making cycling more attractive 4 Changing the conditions of use of the individual motorized modes 5 Making the whole mobility chain accessible 6 Those changes have to feed each other in order to take up the challenge of the RUMP Rationalizing the delivery of goods and encouraging the modal transfer 7

30. Opinions about different possible measures and their barriers to promote PT attractiveness Actions implemented in favour of a sustainable mobility: improving the supply and the services to passengers • Increasing the supply and the quality on the existing railway network: • Example of time-phasing implemented by STIF since 2007 (€75 Mn/year). There are more trains during off-hours, evenings, week-ends as well as a better regularity • RER (Regional Express Network) Master Plans: upgraded infrastructure and rolling stock, enhancement of the supply (€650 Mn to RER A line; €500 Mn to RER B line; €440 Mn to RER C line; €190 Mn to RER D line) • Reinforcement of the metro supply (peak-hours, off-hours, evenings) • Offering more performing road services: • ‘TZEN’ (new High Level of Service Bus) is a specifically designed vehicle running on a dedicated lane with real stops; • 60 express lines between big urban and economic areas; • ‘Mobilien’ regional network of buses (100 lines). Interurban services and connection with railway network.

31. Opinions about different possible measures and their barriers to promote PT attractiveness Tzen Francilien

32. Opinions about different possible measures and their barriers to promote PT attractiveness Actions implemented in favour of a sustainable mobility: intermodality policies • Enhancement of the hubs within the first PDUIF (Urban Master Plan): • Implementation of 100 Committees of intermodal transport hubs since 2001, 15 projects carried out, 35 underway • 50% of the investments are funded by STIF • Working-out of Master Plans since 2006: Park & Ride (P&R) areas, road stations, passengers information as well as accessibility • Sets the levels of service to be reached as well as the Organising Authority’s financial contribution (200 road stations; 500 P&R areas) • Accessibility Master Plan: an investment programme is to be achieved by 2015 on both railway and bus networks. Budget: €1.8 Bn, of which 50% are funded by STIF • The new PDUIF (Urban Master Plan): experiencing and encouraging the development of new services • Access to P&R areas using the ‘Navigo Pass’ and through carpool; information about all operators; confirmed correspondence between train and bus; secure bike areas; map of the time needed to go by foot to the stations and stops

33. Sources and proportions of PT financing The Regional Urban Mobility Plan (PDUIF) and the sources of funding • Heavy trucks taxes • City tolls • Increase of parking fines (of which 50% go to STIF) • Fare increases • Land value capture

34. Thank you for your attention ! EMTA General Meeting 15-16 April 2010 in Budapest (Hungary)