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PROVINCIA DI PAVIA
Document realised with the contribute of European Union, Programme MED 2007/2013 and Italian Economy Ministry.
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FOREWORD................................................................................................................................................5
1.1
THE LIMIT4WEDA PROJECT LIGHT MOBILITY AND INFORMATION TECHNOLOGIES FOR WEAK
2.2
TRANSPORT
.......................................... 8
DURING TIMES OF ECONOMIC CRISIS: TREND OF OUR TIMES OR A CHANCE FOR LPT
OFFER?
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3
INTRODUCTION ........................................................................................................................................... 12
3.2
3.3
3.4
4.2
STUDY CASE............................................................................................................................................... 17
5.2
5.3
5.4
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6.3
6.4
6.5
6.6
6.7
8.2
8.3
8.4
10
9.1
PARTIES
9.2
9.3
9.4
9.5
9.6
9.7
9.8
9.9
CONCLUSIONS ............................................................................................................................................ 73
BILIOGRAPHY..........................................................................................................................................75
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PREFACE
1.1
The Light Mobility and Information Technologies for Weak Demand Areas
LiMiT4WeDA - project
The general aim of the project is to analyse transport in rural and/or mountainous low-demand
areas, starting from aspects of inefficiency which characterise Local Public Transport (LPT) services
in these regions and which favour a transport model based, almost exclusively, on the use of private
transport. A move towards flexibility and sustainable public transport models (not only from the point
of view of environmental issues, but also and especially from an economic-budgetary one) represents
the aim of the project, also through the use of new information technologies.
the need to reduce use of private transport (specifically, cars) along with the search for and
introduction of innovative means which may contribute to local development in the target
areas;
the need to develop new planning models for public transport, by using, for example,
integrated and non conventional systems, capable of favouring the local economy also with
regards to issues concerning tourism, social service and local entrepreneurship.
As for its general aims, LiMIT4WeDA is founded on the concept of reducing circulation of people,
and improving access to efficient and sustainable public transport services, also of a flexible type.
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Feasibility study
The project therefore focuses on the resident population and its most vulnerable segments, but
also on tourists and visitors. Consequently, the project aims to proceed through two channels: on one
hand finding transport models which are ideal for these contexts, on the other hand, minimising
access difficulties related to timetable information deficiency. By enhancing the availability of accurate
information, also through widespread channels, the ability to overcome barriers (social, functional,
informational, etcetera) which preclude and/or harden travel possibilities to the point of discouraging
it, is also directly increased.
In this general context, the Pavia Province intends to define an integrated ticket system for public
transport which may be usefully implemented and experimented throughout its territory.
Specifically, the proposed study intends to analyse the use of technologies and solutions for public
transport by taking the following issues into account:
the chance to introduce an integrated ticket system, meaning the integration of different types
of public transport, with regards to trip length and fare, also through the use of electronic
tickets;
the chance to create transport information solutions, through the development of systems
which may be used before and or during the trip (information about timetables, fares,
alternative transport services, etcetera);
The results of such studies shall, therefore, define the feasibility of an integrated ticket model in the
Oltrepo Pavese Area, which would consequently improve its inhabitants and its many tourists life
standard improving access to public transport as well as its user-friendliness.
1.2
The following study aims to achieve the definition of criteria which may enable a general feasibility
assessment of the future introduction of an integrated ticket system for local public transport
in the Oltrepo Pavese area.
Specifically, the general aim is to carry out research upon territorial transport systems in which
intermodal integration strategies between lines, companies and vehicles have already been
experimented.
Talking about fare integration also means facing the issue of its practical implementation on the
field, through available new technologies, so that the theoretical concept of integration may come
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true and be available for the majority of local transport systems: in recent years the use of electronics
(as in the integrated electronic ticket) has, in fact, lead the way to ever more concrete experiences
by introducing transport cards which have enabled citizens to live their territory, joining different
services and information for customers. Electronic cards are also definitely a step forward for those
who manage and run LPT, leading towards improved and more efficient service management
methods.
A further aim of the current document is to define an evaluation model in order to carry out analysis
of the study case which refers to the Oltrepo Pavese. In the final part of the document, there shall be
a specific feasibility study for the Milano-Pavia-Varzi transport line.
To be more specific, following this line of thought, integration between different types of transport
which may be used during the trip (for example, taking a train on the Milan - Pavia - Voghera line;
taking a bus for the remaining Voghera - Varzi segment).
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2.1
Private cars are today the most flexible means of transport in an urban context, as they are able to
provide a service from travel origin to final destination, though they do prove less effective if issues
like parking, congestion and environmental impact are also taken into account
As an alternative to private cars, a more sustainable transport system should offer travellers the
chance to move uninterruptedly through a flexible, interconnected combination of local, regional and
long range transport networks
A public transport system should optimise different means of transport in order to compete for
comfort, speed and flexibility with cars.
The switch from one means of transport to the next, which happens at exchange nodes (points in
which branches of the integrated transport network converge), should be planned according to
precise specifications (accessibility, security, functionality, etcetera) in order to enable userfriendliness of the locations and transport information availability for passengers, relating to their
current position.
In all main European countries a renewal of public passenger transport services is currently taking
place on both local and regional scale
The main issue is the public transport systems accessibility for its users. Public transport
systems are in fact a discontinuous system both in time and space: one can only access the system
and get on board a vehicle in designated places (stops or stations) and at designated times. However
if access points are few or misplaced or connection timetables arent well planned, or finding a ticket
is also difficult, the chance to use this public transport service is even more limited for travellers.
Another important accessibility condition which must be guaranteed is, in fact, one connected with
information: in order to use public transport citizens must be able to count on reliable information on
transport timetables, waiting times, fares, available services or the arising of unforeseen events.
Pinpointing practical answers which may effectively solve these problems appears therefore a
necessary step in order to make LPT offer inviting.
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interconnection between these different networks, and subsequently to the possibility to easily change
line or transport vehicle used.
Accordingly, planning actions which connect and integrate different lines is important: rail exchange
stations, nodes in which passengers can switch to bus or car, stations next to airports or main
passenger ports.
Integration of services of the same type is also crucial in order to guarantee accessibility to public
transport, for example connecting different bus services local and long range.
2) As a second answer the concept of fare integration is introduced, meaning the use of only one
ticket to travel on all transport services regardless of the company they are run by. By enabling grater
user friendliness, fare integration on one hand determines an increase in user numbers and on the
other develops greater loyalty in clients.
This passage towards fare integration must be accompanied by global fare policies capable of
offering discounts on passes for some segments of the population and special users (for example
students).
3) The third factor is represented by the characteristics of transport vehicles in use. It is very
important that circulating trains and buses guarantee a comfortable, safe and reliable service. Just as
importantly, for increased safety and prime passenger information service, buses and trains must also
be equipped with top of the range on-board technologies (CCTV, interactive customer information
audio and video broadcasting systems), as a greater availability of travel information is a key element
to increase users perceived service quality.
4) Finally, information for travellers is certainly paramount in defining service quality. In order
to guarantee good accessibility to the system, providing simple and reliable information with regards
to fares, timetables and services offered is important.
Users must have the chance to be informed:
Before travelling, by means of printed flyers, posters, travel information agencies, call centres,
interactive public terminals, internet websites
During the trip, at stops, at exchange stations, on board vehicles (to have information
regarding lines, timetables, fares as well as on the state of service in real time).
A great and important contribution in fact of information for travellers has been brought to us by
evolution of technologies.
All the above mentioned is true both for normal public transport services and for the innovative
types, for example those which serve tourism. The new role of local public transport is also achieved
through new services created to satisfy new users: in areas with an important amount of artistic,
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2.2
Available Income reduction and increases in fuel prices have had an important role in
determining choices in favour of LPT;
Funding cuts to the LPT sector has caused great difficulties for the mere conservation of
formerly attributed resource levels and resulting service quality standards.
As for the choice of non motorized vehicles, the 2012 Report shows that the weight of displacements
by bicycle or by foot has after an encouraging growth across the first half of the last decade
diminished drastically in the last five years (from 33.9% to 27.8%), contradicting forecasts and failing
objectives of recent sustainable transport related policies .
Consequently if on the one hand public policies have had a limited effectiveness in creating structural
conditions to favour soft mobility, on the other an increased collective awareness of the population
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Feasibility study
3.1
Introduction
Integrated fare systems (ISF) also called integrated tariff systems (ITF), have spread across Europe
from the middle of the last century, especially from the 60s, when urban development and a growing
need for displacement in the population started to make the necessity to rationalise transport
networks emerge.
The first ISFs were introduced for exactly these aspects of inefficiency in public transport systems,
which were greater in larger cities. The following examples of European cities can be mentioned as
specific cases:
and
Geneva (1987).
3.2
By integrated fare system we intend a specific type of contract which involves various public
transport providers, thanks to which users may use a single travel document whose price is not
dependant on the vehicle used, or on the number of possible transfers, but only on the amount of
travel purchased.
Three key elements must coexist in order to create an integrated fare system:
1. Infrastructural integration , which can be achieved by means of parking areas, stations,
bus stops, etc.
2. Modal integration, i.e. the possibility to use different coordinated types of vehicle (road,
rail) in order to give travellers the feeling of travelling on one vehicle only.
3. Fare integration, which allows the implementation of a single fare scheme, valid for all
transport types on offer.
Fare integration, especially, represents a crucial condition in order to achieve real service
integration and allow an efficient LPT management in a system in which many operators
coexist.
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3.3
Fare integration in public transport ticket systems, where supported by technology, enables the
achievement of the following results.
1. It provides the user-citizen a wider array of servicesby passing from the current transport
system to a new integrated network system, with a consequent improvement of service
quality and reduction of waiting time;
2.
8.
9.
10. It increases revenues from ticket sales and pass sales, through structural control of
forgery and evasion.
You can only talk about real integration when a single type of document which enables
travellers to perform a specific connection between origin and destination exists.
An integrated Fare system, to be thus defined, must be exclusive, meaning it must not involve
coexistence of tickets provided by single operators as well as tickets of the integrated type.
3.4
Business systems of LPT operators are currently being profoundly redefined in Europe. To be
specific, in Italy governing bodies have tried to put in place privatising policies, which, if fully
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With other national operators, who show the will to enter their market;
With international operators who, taking advantage of their dimensions, try to penetrate the
Italian market;
With transport agencies born in Italian regions over the past years, to manage and regulate
passenger transport systems through coordination.
Activation of fare integration systems increases the need to intertwine relationships with new
organisational actors and presents many highly critical aspects, including:
The fare structure to be used (flat or distance based);
The need to manage complex relationships in the fare integration system as well as the
interdependency of its operators.
The aim is therefore to focus specific attention on aspects which highlight issues concerning the
systems organisational coordination, by which we mean:
The structure and territorial area of the integrated fare system;
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ITALY
4.1
In the table below references to the largest trials and experiences regarding public transport
management by means of integrated fare system over the past twenty years in Italy are listed.
NAME OF THE FARE SYSTEM
DENOMINAZIONE SISTEMA TARIFFARIO
FORMULA
Liguria
Treno + (Train+)
SITAM - Sistema Tariffario Integrato Area Milanese
Lombardia
Linea PV-MI
Veneto
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Emilia Romagna
Toscana
Pegaso
Carta Arancio (Orange Card)
Trenitalia-ATAF FI (Florence railway system)
Linea Aulla-LU (Aulla Lucca line)
Linea Giuncarico-GR (Giuncarico- Grosseto line)
Trenitalia-ATM LI (Italian railway system Municipal Livorno bus
company)
Linea SI-Buonconvento (Siena Buonconvento line)
Linea SI-Chiusi (Siena Chiusi line)
Linea Firenze Mare (Florence Sea line)
Linea Nuova Faentina ( New Faentina line)
TRENOMARCHEBUS
Marche
Trenoanconabus (trainanconabus)
Picchio (woodpecker)
Abbonamento ferroviario 2 vie (2 way railcard)
Umbria
METREBUS
Lazio
UNICOCAMPANIA (singlecampania)
Campania
Giranapoli (roamNaples)
Linea FG-Manfredonia (Foggia - Manfredonia line)
Puglia
Bin-Bus
Calabria
Metrbus
Sicilia
Bigliett-one ( Ticket-one )
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4.2
Study Case
PIEDMONT FORMULA
The FORMULA system applies to a vast area of the region which has the city of Turin as its main
departure hub.
The system was introduced in 1996. Until November 2002 there were three enlisted operators
(TRENITALIA, ATM TORINO, SATTI TORINO), of which the latter two then joined into GTT Turin
Transport Group; Since 2003, a further 27 minor road operators joined in. The initial agreement was
signed by the Piedmont Regional Authority, by the Torino Province and The Torino City Council.
The systems initial integrated area initially encompassed the City of Turin (central core) and a vast
surrounding area, which currently spans around with a radius of 40 km, articulated in concentric
sectors further divided in 19 zones.
The network then spread beyond the integrated areas boundaries with so- called expansions, until it
reached practically every province in the Piedmont region in order to help commuters to the Turin
Province who come from other areas of the Piedmont Region (or travellers who travel in opposite
directions).
For travellers coming from the expansion areas, municipalities in which they access the integrated
area are called doorways. Those who travel in the expansion areas without passing the doorways
do not use the Formula system but normal Trenitalia or GTT passes. However, those who pass the
doorways use the Formula system: on the expansion segment passes are only valid for the GTT or
Trenitalia transport indicated on the Formula Personal Card.
The FORMULA system is an exclusive, non optional fare integration system: in order to travel
inside the network travellers cannot use specific company passes (they can buy a single ticket
though).
For all types of FORMULA integrated tickets, fares are calculated by counting the number of areas
crossed in order to reach a destination, including arrival and departure areas. Each area crossed
counts as one fare unit increase, while Turin urban area adds two.
In order to enable better service planning and a more precise distribution of revenues deriving from
different operators transports among different companies, the introduction of new information
technologies with chipped/magnetic tickets has been thought of, thus enabling greater and more
accurate customer travel data collection.
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SYSTEMS
5.1
fare choice;
revenue distribution.
The following project phases, which are crucial in identifying the above mentioned components, are
the defining elements in the research of these elements:
5.2
The structure of a fare integration system is defined by the number of operators which take part in the
integration agreement.
The fare structure in Italy involves on average less than 10 LPT providers, with a dominating
percentage made up of to 2 or 3 of them.
When identifying a structure for an integrated fare system, the means of transport offered to LPT
users should be detected. Specifically, in Italy the train/bus combination is most frequently present in
almost all integrated networks, only in a few cases service is extended to other possibilities as, for
example, underground railways.
A further characterisation is that involving the extent of the territory involved in the fare integration
process.
As far as structure and extent of the territory are concerned, the following types of integrated networks
have been identified:
Networks limited to the municipal area only ( for example, STI URBAN TICKET in Genoa,
GIRANAPOLI in Naples, METROBUS in Palermo);
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Networks which encompass the Provincial territory (e.g. STI in the Lecco and Trento
Provinces, BIN-BUS in Cosenza);
Networks which span into various provinces (e.g. STI FORMULA in Turin, SITAM in Milan,
UNICO in Naples);
Networks which span through an entire Region (e.g. STI METREBUS in Lazio);
Analysed integrated systems can also be classified according to their size and shape, consequently
one can have:
Systems developed along a main axis (e.g. STI Provincia in Trento, Modena-Carpi-Rolo Line,
Treviso-Portogruaro Line);
Kilometric systems (e.g. The Bolzano and Lecco Provinces STI, TRENOMARCHEBUS in
Ancona), with relevant fare defining differences.
One last important factor which characterizes the structure of LPT integrated networks concerns the
range of services on offer, which may be:
vicarious, where passengers are allowed to chose between various transport combinations
to travel on the desired route (parallel integration);
Fare integration represents a relatively recent experience for Italian LPT systems, especially if
compared with those of different European countries like France, Germany, Austria and Switzerland.
From the point of view of services offered, part of existing Italian ITS still need to undergo
evolution: many of the currently existing services are to be considered still in an initial phase
of their development, due to the fact that in order to be able to speak of a real STI a large
territorial basin or, at least, a large scale system acting as tributary to a railway line of relevant
interest must be involved.
5.3
Choice of fares
Feasible ways to choose a fare system capable of offering a suitable tariff articulation may be divided
in two large areas.
The first bears in mind the fact that the first users to gain benefit out of the introduction of an ITS are
clearly those who need to use public transport a lot (both in terms of time and of type of transport);
consequently, the best (relative) fare applied to them automatically becomes a higher (relative) fare
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With regards to fare articulation, in Italian systems both horizontal and vertical aspects are
present.
The former concern the variety of travel documents available , with regards to the chronometric
validity (e.g. single ticket, weekly pass, monthly pass), to the possibility to lend the pass to others (e.g.
Family passes and company passes) and to division of users into categories (e.g. lower fares for
senior citizens, students and soldiers.
We talk about vertical fare organisation when analysing the type in which ticket prices change
according to the amount of service bought.
If the ITSs architecture is a zone based area division, fares grow with every area access purchased,
usually in a less than proportionate way, in order to compensate farther clients for the difficulties
caused by the long distances they have to travel.
If, however, the integrated network is a kilometre based one, fares are directly connected with
distances travelled and is calculated by referring to actual kilometres travelled or, as often is the case,
to distance steps.
When referring to the horizontal aspect of the fare system, meaning the variety of tickets available,
almost all ITSs present some type of pass, with some variability when it comes to its length of time
and validity.
Finally, with regards to the vertical articulation of integrated fares, only 4 of the analysed cases
present a purely flat structure, while in the majority of cases fares vary depending on kilometres
travelled (68%) or in the remaining part (24%) depending on the number of zones crossed. Gathered
information confirms the idea that the majority of IFS in Italy is still far from equalling evolved
fare systems which are already active in important European areas, like Munchner
Verkersverbund in Germany, Viennas fare system in Austria or the Carte Orange in France.
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5.4
Distribution of revenues
The last important point in describing each IFS is distribution of revenues between various
providers which are part of the fare integration agreement. Theoretically, overall revenue
distribution may happen:
According to each transport providers supply (normally quantified as vehicles-km or placeskm). This criteria, while encouraging transport companies to increase the amount of service
provided and as a consequence the integrated package, doesnt necessarily attract new
customers;
By means of fixed, previously agreed criteria, in which, often percentages assigned are
defined referring to past revenues of each transport provider. The use of such criteria is by far
the worst option, as it introduces commercially discouraging aspects, due to the fact that such
a mechanism is entirely disconnected from the evolution of demand and offer or the evolution
of services.
In reality, however, mixed division mechanisms may also be used. These combine the three above
illustrated criteria and may be more appropriate, as they integrate both production demand and offer.
Evidently, for the sake of revenue distribution, it is essential to possess accurate passenger service
use information for each provider. Surveys and sampling, or else the introduction of ticket technology
(magnetic strip or micro-chip, etc) which detects customer flows, may aid this need.
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6.1
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To sum up, presence of ICT on both vehicles and on the ground has a direct positive impact, as well
as on those in charge of public transport service management, on public transport users, especially
with regards to improvement of accessibility, information and displacement ease.
6.2
The most common payment system used by travellers on urban and non-urban transport
systems in Italy is still the paper ticket, to be validated on board or at the station.
This system, along with a few advantages, has various setbacks:
Its impractical for users, due to the fact that ticket offices are not always open or accessible
when travellers need to buy tickets;
Ticket distribution is troublesome due to the high number of different tickets needed, or,
alternatively, because of the need to equip ticket offices with automatic ticket vending
machines;
It makes line sharing by different companies difficult and it restrains agreements which would
otherwise improve service user friendliness;
6.3
It is easy to forge.
For the above reasons electronic tickets (TDVE), which present various advantages, are today the
most common option chosen. Here are the most common types:
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Smart cards (i.e. intelligent cards), also named chip cards due to the fact they have a chip
attached to them;
Microprocessor cards.
In the following paragraphs we shall examine these two solutions more in detail.
6.4
The use of electronic tickets enables the integration of regional public transport into a single
service and information network, thus overcoming relevant problems which fare integration
faces.
Furthermore, contactless technology bypasses limits posed by paper or magnetic strip tickets,
thanks to characteristics which allow infinite, faster validations, as well as simplifying ticket sales.
Electronic tickets allow an increase in public transport usage with beneficial effects for:
Clients which may always use the same one ticket which allows use of the whole public
transport network;
Companies which can gather information about traveller flows on lines and consequently vary
service dimensions in order to make it more suitable to clients real needs.
diminish evasion;
have different services on the same card, such as parking, access to museums and services
for citizens;
By electronic tickets we also intend traceable tickets: this definition refers to a ticket which is
produced upon a special media which contains specific information and is capable of exchanging it
through specific instruments.
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6.5
The use of electronic tickets implies the arrangement of an articulated system (Electronic Ticketing
System) which involves both the company and the distribution network as well as the transport
vehicles themselves.
Multi-trip pass;
Tourist pass;
Prepaid cards the card has a value, similar to that of money, which travellers may spend on
board in various ways, i.e. to buy a single ticket or a new pass. The card can be recharged at
ticket offices, authorised sales points or vending machines ;
Origin/destination the bus is fitted with specific systems which identify stops. Users select
destination stop/area by means of the systems keyboard, if it is different from the preferred
usual destination which had been previously introduced in the card.
Check-in /check-out users must validate on access and when leaving vehicles. Payment is
proportionate to service used (pay for use). It gives extremely precise information on
passenger flows.
6.6
Magnetic tickets are widely used and have a series of non secondary advantages. Thought to be
surpassed till a few years ago, they have now been put into a different light and regarded as ideal
complement to contactless technology.
A magnetic strip is applied onto one of the two sides, which is similar to a piece of magnetic tape,
on which data can be recorded and read, in a process which conceptually resembles audio recording.
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B. SMART CARDS
Chipless cards
The use of plastic cards in financial transactions and ID started in the 50s, but only subsequently
became of common use, in the form of so called universally used credit cards. Traditional chipless
plastic credit cards, still in use in Italy, have the main function of giving a number to the name of the
cardholder; the magnetic strip contains the same information printed on the card, which may be read
by a specific reader. Security levels of these plastic only types of card are much lower and needs a
phone connection in order to enable any transaction.
Smart cards
Smart cards are apparently similar to plastic-only ones, with the addition of an integrated electronic
circuit (chip) which can communicate with specific terminals by means of a connector or, alternatively
to electrical connection, by radio waves
Many different pieces of information may be stored in the chips memory, such as the owners birth
and personal data, his or her credit, the validity of the card, discounts applicable, seasonality of the
ticket etc. Smart cards represent an evolution of magnetic strip card tickets for public transport
Smart cards have many advantages on magnetic strip tickets, including:
Increased data storage capacity and therefore the possibility to create complex fare systems
or using the same card for various services;
Cheaper validation apparatus due to the fact that they do not have any moving parts such as
motors, belts, pulleys, bearings etc. Consequently, maintenance is more affordable.
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memory cards;
microprocessor cards.
The former are more simple and have lower prices (1-2 ); the latter offer greater security as they
feature a proper internal data processing system inside the chip, for higher prices (3-8 ).
Contact cards
Contact cards, though less frequently used, are used in public transport as they present various
advantages as well as the disadvantage of a longer transaction due to the time spent inserting the
card and retrieving it. We care to underline the following facts:
contact cards have limitless electronic complexity due to the power supply, and may thus
ensure high performance as it is directly powered by the terminal;
Contact card terminals let users take ownership of the terminal itself;
Bank cards, soon even ordinary credit and debit cards, national service cards (Carta
Nazionale dei Servizi) and electronic ID cards come with chips and currently have contact
interfaces. Future use prospects for these cards shall necessarily require, notwithstanding
further developments, a similar interface.
6.7
In an Electronic Ticket System, it is usually called On-Board System (OBS) along with units which
allow Electronic Travel Document (ETD) use.
Use
The function of On-board systems is to allow ETDs to be validated. To this end, the OBS has to fulfil
other tasks as well, such as:
Communication function - ticket validators must receive configuration parameters and various
types of lists from the system in order to operate and must also subsequently return the files
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Vehicle pinpointing function designed to determine the stop number or area in order to
apply georeferenced dynamic fares.
Driver interface function - which enables drivers to check if the validating machine is
operational and turn it off during ticket inspections. Where localisation is available, a higher
degree of interconnection with drivers is required, both to verify the vehicles correct
geographic position, as well as to input auxiliary information (line number, shift, trip number,
etc.).
On board sales function - to enable drivers to sell tickets on board or recharge prepaid cards
or passes.
Communication apparatus;
On board computer;
Potential accessories.
With the exception of validation units, other apparatus may or may not be present. Only in rare cases
the validating units are not on board but replaced by ticket vending units which validates the tickets as
well.
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7.1
Io Viaggio (I travel), managed by Trenord, active sinve 2011 with various shades: IoViaggio
Ovunque in Lombardia (I travel anywhere in Lombardy), IoViaggio Ovunque in Provincia (I
travel anywhere in the province), IoViaggio In famiglia (I travel in my family) and IoViaggio
Trenocitt (I travel CityTrain
CRS Regional Service card (Valid for transport since May 2012
7.1.1.1
Io Viaggio (I travel)
The Lombardy Region has introduced three types of concessional cards and tickets, called Io
Viaggio in order to encourage use of public transport, with a regional decree DGR N1202 on the
29th of December 2010.
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Discounts for juveniles up to 14 years of age accompanied by parents are available as well as special
fares for families with more than one child: with Io Viaggio in Famiglia (I travel with my family), an
adult with a travel document which is valid for the line in use may accompany one or more kids on
that same line free of charge as long as they are relatives (parents-sons, grandparents-nephews
uncles-nephews, brothers and sisters). Discounts on monthly and annual passes are also available
for people under 18 years of age if one member of the family is a Lombard pass holder. This discount
is applicable to all monthly and annual regular fare passes sold by the company
Io Viaggio Trenocitt ( I travel CityTrain ) is the integrated monthly pass valid from the first day to
the last day of the month it covers, which enables commuters use of regional railways from any
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Io Viaggio Ovunque in provincia ( I travel anywhere in the province ) , available since the 1st of
January 2012, is an integrated provincial card, valid from the first to the last day of the month it
applies to, after the issue of an identification card by the provincial transport service
managing company. It is valid on all public transport inside the province (city buses, long range
buses, suburban trains and regional second class trains): its ideal for travellers who need to take
different vehicles to reach their destination in the same province, even if the line to get there crosses
through other provinces. It has different fares depending on the province it applies to. It cant be used
to travel to other regions or provinces, meaning trips which originate or end up in different regions (for
example Vigevano-Novara) or provinces (for example Pavia-Milan).
The pass is unified for the Milan Province and Monza-Brianza and enables trips in the whole of the
Milano province as well as the Monza-Brianza Province, on local public transport.
7.1.1.2
The CRS facilitates access to Public Administration online services, both locally and regionally, as it
allows a secure identification of the user. ID recognition through the PIN and CRS only authorises
operations by the CRS cardholder. The CRS basically is needed to guarantee citizens ID recognition
and transaction security in online services.
CRS enables access to social and healthcare services, regional education services, job services, tax
services, authorisations, etc., to various Public Administration services (commerce, tax, jobs, urban
planning, culture, social aid, etc.), to services offered by central administration regarding pensions
and taxes.
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As of April 2012 a new experimental phase involving 15000 pass holding citizens has started,
whereby the citizens selected who own an itinero card or a regional pass or an expiring CRT
Intera card, will receive a new CRS which shall enable them to upload regional public transport
passes onto it.
It will therefore be possible to charge the card with selected integrated passes in the Io viaggio
scheme and tickets and passes for the Trenord network (carnets, weekly, monthly and annual
passes) at authorised vending points.
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PAVESE ARES
8.1
The main duty of the Territory and Transport Administration Sector of the Pavia Province is
to program Local Public Transport, meaning the management of the transport service
network in the three areas in which the province is divided (Pavese, Oltrep, Lomellina). This
planning task is also connected with private road passenger and goods transport
management.
The combination of Territory and Transport is justified by the fact that road transport is strongly
intertwined with transport management, which is in turn connected with territorial management and
therefore environmental quality and standards of life. The Provincial Territorial Coordination Plan is
the main instrument used for territorial governance, as it may be used to wisely combine new
productive sites and environmental conservation and respect.
The Pavia Province is in charge of planning the local public transport network in order to:
Develop the transport service network, guaranteeing the satisfaction of commuters transport
needs;
Improve service quality, increasing their frequency and reducing their travel time;
Users Concerned by the Sectors activities are both resident ones and occasional ones, meaning the
fluctuating population, especially tourists.
From this point of view, the Provinces aims in terms of Public Transport management and planning
are:
to create the impression in tourists mind of a unified provincial system and to promote local
tourism;
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To publish information services for travellers, highlighting, among other things, LPT lines,
timetables, and nearest public transport stops.
8.1.1.1
In the overall local public road-transport network scenario, the Province has the task to plan, authorise
and manage the non urban (long range) public bus services. Currently, according to data published
online by the Provincial Administration, the 74 lines under Provincial competence put in place over
11,285,647 buses/km, with an average daily availability of 1,860 bus services. These services are
organised in sub-networks corresponding to the areas in which the Province has been divided
Pavese Sub-network
Lomellina Sub-network;
Oltrepo Sub-network: in this sub-network there are 35 bus lines, currently managed by the
ARFEA S.P.A. Company.
8.1.1.2
As of April 2011, a new type of public transport, called flexibus, has been applied to some bus lines
and services in the hilly and mountainous regions of the Oltrep Pavese
Currently operational call services are the result of an experience which has involved various
municipalities in the Oltrep Pavese Mountain Comunity. Various experimental runs in the area are
the result of projects developed by the GAL and local authorities in the European LEADER+
(2002/2008) framework initiative. Positive effects deriving from this experimental service, activated
over various years (which gradually involved more and more municipalities) highlighted the fact that
the use of flexible transport on demand effectively answered the resident and seasonal populations
displacement needs in the area.
The service is currently provided by the ARFEA Company based in Alessandria, with various
modalities which can be found on-line in the companys website, and must be booked by customers
beforehand.
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Flexibus follows a very simple formula: travellers book the following days trips by phone and the bus
picks them up at the local bus stop of origin.
Call-transport is an on-demand service: its timetables and routes are organised in groups of individual
travel demand, based on small catchment areas (with a radius of about 20km) in order to avoid
monopolising buses with overly long trips.
Booking can be made only by calling a phone number which is operational from Monday to Friday,
from 8AM to 1200 and from 2 pm to 4pm; the booking call must be made within the day prior to the
displacement, whereas in the case of Sunday trips, booking must happen within Friday. Passengers
wishing to use specific trips in various days may book them all with one weekly call.
Booking time limitations have been put in place in order to improve transport service organisation, and
give a wider choice range to passengers with regards to potential alternative solutions
Depending on the registered number of bookings and their distribution, the ARFEA call center
operator decides the Flexibus itinerary and informs the clients of the bus stop nearest his or her
house. Furthermore, the operator asks the client if he or she intends to do a round trip, in order to
ensure a high quality service which is based on demand.
Flexibus can be used by buying single tickets and passes.
8.2
8.2.1
The greenway, meant as a green path not open to motorised vehicles, is a multifunctional ecological,
historical, cultural and leisure corridor, and an excellent example of sustainable development.
The development of a greenway system is connected to the identification of a continuous path
between Milan, Pavia and Varzi, thus implementing a common project development strategy aimed at
highlighting the importance of waterways, reclaiming abandoned infrastructures, promoting projects
which are compatible with the environment and the surrounding landscapes, searching connections
with what has already been put in place or is about to be.
The Milano-Pavia-Varzi greenway was born as a project by the Scuola Europea di Studi Avanzati in
Gestione Integrata dell'Ambiente (European School for Advanced Integrated Environmental
Management), part of the Istituto Universitario di Studi Superiori di Pavia (I.U.S.S.) (Pavia Higher
Education University School), thanks to a three year funding scheme from the Fondazione Banca del
Monte di Lombardia bank.
It is a walking and cycle path based on the international concept of greenway, which is intended as
the recovery of pre-existing natural and anthropogenic features in order to transform them into
multifunctional corridors (ecological, historical, leisure oriented) and inform the public about local
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The Lombardy regional council has recently sent funding to the Pavia Province, through resources for
the Piano di Sviluppo Rurale 2007 - 2013 (2007-2013 Rural Development Plan), through the GAL
(local action group) Fondazione per lo Sviluppo dellOltrep pavese (Foundation for the
development of the Oltrep Pavese area) (Leader Axis IV, Measure 313), for the project regarding a
cycle path between the Retorbido Municipality and the Rivanazzano Terme municipality, to be built on
the municipalities land, with a total length of 3.5km.
The path follows the abandoned Voghera-Varzi railroad which almost completely followed the path of
the Staffora River.
The cycle path rural greenway- between Retorbido and Rivanazzano Terme, which connects the
valley of the Staffora river to the Oltrepo hills and to the Voghera metropolitan areas will be an
incentive for local rural sustainable by bike, horse or foot- tourism, making it less seasonal as well.
TheTerreAlte(highlands)hikingpathsystem.IlsistemaescursionisticodelleTerreAlte
As for the previous initiative, through the 2007/2013 PSR (rural development plan) Leader Axis IV, the
Gal (local action group) Fondazione per lo Sviluppo dellOltrep pavese (Foundation for the
development of the Oltrep Pavese area) the Comunit Montana Oltrep Pavese has been handed
funds for the Sistema Escursionistico delle Terre AlteorTerreAlte(highlands)hikingpath
system(measure313)
This is a project which is particularly important for the social and cultural development of the area:
with the Terre Alte hiking system which is owned by the Comunit montana the Oltrepo territory
will be able to concretely promote its environmental and landscape heritage. More than 700 km of
cycle/pedestrian paths amid medium/high mountains shall be connected, signposted and made
transitable thanks to specific technical maps which will illustrate the paths and territory, to be made
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8.3
Promote tourist attractions and offer incentives to culture, by informing about and giving more
importance to territorial heritage, enabling tourists to perceive the presence of one single
provincial system capable of promoting local tourism;
Publish information regarding transport, highlighting, among other things, public transport
stops nearest the installed unit.
Practically speaking, the CMS service will be the core information database for all transport services
in the Pavia Province, accessible on the administrations website, with various possible uses for
clients.
Firstly, a technologically advanced travel planner will be available to citizens to ease their integrated
access to information which will enable them to reach their chosen destination and/or specific point of
interest, by using public transport and other collective means of transport.
Secondly, the services network shall enable the Provincia di Pavia administration to guarantee
access to detailed information services regarding public transport throughout their territory to more
than 550.000 citizens, thus following the integrated transport logic faithfully.
Finally, the CMS network shall enable interaction between users and administration: collected data
shall enable constant evaluation of citizens satisfaction with the service used.
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The CMS system is physically made of a HW infrastructure and of a network to provide services
which use the internet as means of communication.
The CMS network will enable direct access to travel information through direct interaction with an
area of the Provincia di Pavia website, activating a window containing independent features, which
shall be customizable according to specific graphic and technical needs.
This window will determine access to data previously certified by provincial governing administrations.
The following table lists the categories of data which the system will manage:
Table 3 list of categories of data managed by CMS
Categories
Managed data
Bus stations
Railway stations
Airports
Parking lots
Interlink parking lots
Ticket offices and vending points
Recharge units
Bike sharing
Cycle paths
Camper friendly parking areas
Taxi points
Accommodations
Art and Culture
Hospitals
Shops and Restaurants
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Congresses
Leisure
Food and drink
Sport events
Fairs and Markets
Expositions cultural activities
Music
Historic or memorial events
Spirituality
Theatre Dancing- Cinema
Popular traditions
8.3.2
The Sustainable Transport Centre can bring improvements and innovation to public transport service
in the Oltrepo Pavese area. Specifically, the following services will possibly be developed and made
accessible by the network:
a. Innovative local public transport services, through the continuation of the on-demand
transport service, for example, in order to improve use of public transport, optimising trips and
reducing environmental impact;
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Bike sharing services for short displacements, to be integrated with local public service;
Detailed monitoring of the services punctuality and regularity, in order to check the fulfilment
of the contract signed between service provider and the Pavia Province.
8.4
Before proceeding to the feasibility evaluation a more generic consideration must be made, regarding
the issue examined and the state of the art vision described in previous pages.
1) Do solid and effective conditions exist in Lombardy, and/or in the Pavia Province, for the actual
implementation of public transport integration policies capable of efficiently involving the above
territories and addressing specific travel needs?
2) Is there a real chance for the success of a project which, by using a bottom-up process, may
obtain tangible results and give the public an innovative service by integrating fares and supplying
multimodal transport?
3) Furthermore, is there a chance to create an integrated service which may also satisfy tourists
needs of public service, and not only the needs of everyday users?
The regional context is the ideal base on which to build an answer to these questions. The Io viaggio
program is the starting point when reasoning about the creation of an integrated, locally based service
in the Pavia Province specifically for the Oltrep Pavese area.
Use of public services through payment by CRS card or mobile phone, or by buying tickets on line or
with a debit/credit card, are all fundamental criteria for the development which is currently in
progress of an integrated fare system for the Lombard public transport service. The main goal of the
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INTEGRATED TICKET SERVICE FOR LOCAL PUBLIC TRANSPORT IN
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Feasibility study
new fare system is to enable travellers to move around using the entire public transport network, be it
rail or road, urban or long range, with one ticket or card only which should be valid for any public
transport vehicle, including ferries and tourist services. Hence citizens mobility would be encouraged
across the entire region, as payment would be simplified and public transport would be more
attractive to people than the use of private vehicles. The following step which is also about to take
place is the progressive integration between different means of public transport, like bike sharing,
car sharing, intermodal car parking areas, taxi services.
The new ticket system will bring along the progressive disuse of paper tickets and their substitution by
means of an electronic card. Today it is already possible for a small amount of travellers to use
Lombard public transport by using the CRS card. Shortly the whole network shall be accessible
through payment by mobile phone, which is an option already available in some areas. The ticket
vending network is also moving towards integration of the LPT system.
Through the concepts and products which are already active in Lombardy, we indicate the
starting point of the project for the Oltrepo Pavese Area.
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In The Oltrepo Pavese territory use of public transport may be made more attractive through the
implementation of an integrated ticket system. Furthermore, it must provide clear and user friendly
information regarding the systems use to all its potential buyers through the positioning of specific
information points related to the trip and possibilities of intermodal displacement .Tables in the
following pages depict elements which together describe an integrated ticket system and relative
feasibility evaluations regarding their potential application in the area concerned by the study, the
Oltrep Pavese.
Required investments
Risk evaluation
For each element of the above categories the following criteria have been evaluated and described,
seen in the context of the Oltrep Pavese area:
Elements adaptability
Feasibility indication
Some brief feasibility comments have been posted at the foot of the tables.
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45
9.1
The following concerned people (individuals or groups) and organizations should be taken into
account in the systems planning stage; some of them may be involved as informal consultants or
project supporters in implementation phases, also as a consequence of the definition of their
specific transport needs.
N.
Element description
D.1
Adaptability
to context
Feasibility
evaluation
YES
YES
D.2
YES
YES
D.3
YES
YES
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Feasibility study
area
user groups.
More in detail, in order to stay in line with the
LEADER+ program project policies, which
are designed to avoid social exclusion of
parts of the Oltrep Pavese population, the
following social groups shall need to be the
expected users of specific transport services:
D.4
YES
YES
D.5
Associations (and
associates)
YES
YES
D.6
Private companies
YES
YES
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48
9.2
Element description
Adaptability
to context
Feasibility
evaluation
P.1
YES
YES
a.
b.
c.
Local
public
administrations
Territorial
public
administrations
Public
transport
authorities
P.2
LPT Providers
YES
YES
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Funding bodies
NO
NO
P.4
YES
YES
P.5
Private companies
YES
YES
P.6
YES
YES
P.7
YES
YES
9.3
The impacts and consequences of the introduction of the integrated fare system apply to all final
users above listed and analysed. As for the beneficiaries, (users, managers, public administration,
etc.) the following table points out some elements to evaluate these impacts.
N.
Element description
I.1
Adaptability
to context
Feasibility
evaluation
YES
YES
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50
YES
NO
I.3
YES
YES
I.4
YES
NO
I.5
YES
YES
I.6
Introduction of further
information sources for/about
customers
YES
YES
I.7
YES
NO
I.8
YES
YES
I.9
YES
YES
I.10
YES
YES
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I.11
YES
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9.4
Implementation stages
For an efficient introduction of the new integrated fare system in the Oltrepo Pavese, the following
potentially implementable operational stages are hereby described, in order to evaluate their
adaptability to the context and their feasibility.
9.4.1
Stage 1 Data collection necessary for initiation of the integrated fare project
N.
Element description
1.1
Adaptability
to context
Feasibility
evaluation
YES
YES
Concession rights
Funding system
Fare
revenue
distribution
YES
YES
YES
a.
1.3
YES
a.
b.
c.
d.
Displacement habits
Perception
of
different travel types
Customer
satisfaction
Use of special fares
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53
1.4
YES
YES
YES
a.
1.5
YES
1.6
YES
YES
1.7
YES
YES
1.8
YES
YES
1.9
YES
YES
1.10
YES
YES
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54
9.4.2
Stage 2 Formal decisions to be taken for the implementation of the integrated ticket
system
N.
Element description
2.1
Adaptability
to context
Feasibility
evaluation
YES
YES
Funding provided by
operators
Consequent
revenue distribution
2.2
Meetings to decide if
providers should initially pay
commission from the
beginning of the project or
only after a certain period of
time from its implementation.
NO
NO
Not applicable
2.3
YES
YES
2.4
YES
YES
2.5
Agreements regarding
partnerships and use of one
single integrated multimodal
and multi-operator
YES
YES
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55
stated.
YES
YES
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56
9.4.3
N.
Element description
Adaptability
to context
Feasibility
evaluation
3.1
YES
YES
3.2
Fare definition.
YES
YES
3.3
Definition of general
availability, registration,
payment and collection of
tickets and cards.
YES
YES
3.4
YES
YES
3.5
YES
YES
3.6
YES
YES
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YES
YES
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58
3.8
Establish information to be
provided and its format
YES
YES
3.9
YES
YES
Adaptability
to context
Feasibility
evaluation
Element description
3.10
Definition of technical
aspects of smart cards
3.11
Definition of technical
characteristics of ticket
vending machines
3.12
Definition of technical
characteristics of ticket
validation machines
3.13
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59
9.4.4
N.
Element description
Adaptability
to context
Feasibility
evaluation
4.1
YES
YES
4.2
YES
YES
4.3
YES
YES
9.4.5
N.
Element description
5.1
5.2
Adaptability
to context
Feasibility
evaluation
YES
YES
YES
YES
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60
5.3
YES
YES
5.4
YES
YES
5.5
YES
YES
9.4.6
N.
Element description
Adaptability
to context
Feasibility
evaluation
6.1
YES
YES
6.2
Definition of promotional
criteria for new integrated
information services
YES
YES
6.3
YES
YES
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9.4.7
N.
Element description
Adaptability
to context
Feasibility
evaluation
7.1
Monitoring of trustworthiness
and precision of collected
data.
YES
YES
7.2
YES
YES
7.3
Evaluation of customer
satisfaction
YES
YES
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9.5
If the following measures were to be taken in parallel with the introduction of new ticket vending
systems, their success would be greater and synergic positive effects should be achieved.
N.
Element description
Adaptability
to context
Feasibility
evaluation
M.1
YES
YES
M.2
NO
NO
M.3
Introduction of pathway
planning module in order to
determine itineraries and
most suitable transport
systems.
YES
YES
M.4
Monitoring system
installation (i.e. CCTV
systems) in vehicles.
YES
YES
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9.6
Required investments
Costs vary considerably depending on type of system to be activated, to number of ticket vending
units and validation units and to number of vehicles to be fitted with the new technologies. The
following cost categories should however be taken into account:
N.
Element description
Adaptability
to context
Feasibility
evaluation
C.1
YES
YES
C.2
YES
YES
C.3
YES
YES
C.4
YES
YES
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9.7
Factors listed below are considered the main elements needed for an efficient start-up and successful
implementation of measures previously described:
N.
Element description
Adaptability
to context
Feasibility
evaluation
S.1
Discounts on integrated
public transport ticket fares
(compared with single
tickets)
YES
YES
2 hardly useful
S.2
YES
YES
5 indispensible
S.3
Creation of a solid
partnership between parties
involved which intend to
encourage use of public
transport
YES
YES
5 - indispensible
S.4
YES
YES
4 extremely useful
S.5
YES
YES
5 - indispensible
S.6
YES
YES
3 - useful
S.7
NO
NO
2 hardly useful
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YES
YES
5 - indispensible
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9.8
9.8.1
N.
Adaptability
to context
Feasibility
evaluation
Evaluation of usefulness of
element in function of expected
result
(evaluation from 1 to 5)
R.1
NO
NO
R.2
Lack of involvement of
recipients in planning stages
NO
NO
R.3
YES
YES
R.4
YES
YES
R.5
YES
YES
R.6
YES
YES
R.7
YES
YES
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67
9.8.2
N.
Implementation stage
Element description
Adaptability
to context
Feasibility
evaluation
R.1
Presence of external
conditions which may
influence implementation of
project
YES
YES
R.2
Lack of funding;
YES
YES
R.3
YES
YES
R.4
High amount of
products/services to be
produced
YES
YES
R.5
YES
YES
R.6
High degree of
multidisciplinarity
YES
YES
R.7
YES
YES
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Lack of involvement of
shareholders in
implementation stage
YES
YES
R.9
YES
YES
R.10
YES
YES
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9.8.3
N.
Adaptability
to context
Feasibility
evaluation
Evaluation of usefulness of
element in function of expected
result
(evaluation from 1 to 5)
R.1
YES
YES
R.2
Chronologically and/or
dimensionally limited or
nonexistent chance of testing
stage in real life conditions
YES
YES
R.3
YES
YES
R.4
YES
YES
R.5
Lack of adequate
communication plan
YES
YES
R.6
Lack of
human/funding/technological
resources to be used by
recipients involved in testing
stage
YES
YES
R.7
YES
YES
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R.8
YES
YES
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9.8.4
N.
Adaptability
to context
Feasibility
evaluation
Evaluation of usefulness of
element in function of expected
result
(evaluation from 1 to 5)
R.1
Presence of external
conditions which may
influence implementation of
project
YES
YES
R.2
Lack of funding
YES
YES
R.3
YES
YES
R.4
Lack of operational
sustainability plan
YES
YES
R.5
YES
YES
R.6
YES
YES
R.7
YES
YES
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72
High number of
products/services to be
involved
YES
YES
R.9
Lack of suitable
communication plan
YES
YES
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73
9.9
Conclusions
The initial question contained in the LiMIT4WeDA project, which originated the study in this
document, which is:
Can an integrated fare system for areas with low demand exist? If so, which
characteristics should it present?
As for the Oltrepo Pavese integrated system, we have above said that the io viaggio regional system
must be the sole, indispensible, necessary reference for the project. Its hard, if not impossible, for the
time being, to think about a new ITS for the limited area which is disconnected from the regional
system. The application of its standards appears thus the most linear feasible way forward. In the
context analysis the importance of taking currently developing provincial projects into account must
also be assessed: we have already mentioned on-demand transport, but the need to integrate other
projects like the Centro di Mobilit sostenibile of the Pavia Province, which would physically and
technologically support the local integrated systems development, must be stressed.
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So if the projects generic aim is mainly to decrease social exclusion of citizens living in remote weak
areas, we believe there is no better way of feeling emancipated than that of having functional and
operational access to the world by means of technology, which through simple and easily available
applications may really remove those physical and territorial barriers, so difficult to overcome, by
means of commonly used equipment.
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10 BIBLIOGRAPHY
Martinez M., (2011) Limpatto dei sistemi di ICT sullorganizzazione dei sistemi di trasporto locale in
Europa, CESIT - Centro Studi sistemi di trasporto collettivo Carlo Mario Guerci, Napoli, Working
paper series n. 2
Zatti A., (2012) La mobilit in tempo di crisi: 9 Rapporto ISFORT, Progetto Pavia Mobility Manager,
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