In this issue - TWIST Project€¦ · Via Gentile da Fabriano, 9 - Ancona Tel. 071.8062103...

Twist / The Bulletin of Demand Responsive Transport 1)

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In this issue

Editorial

Events & News

The european previous experiences

Network Models for Demand-Responsive

Transportation

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Main DRT initiatives in Italy

The Methodologyused for the TWIST Model

Organisational modelsfor the Implementationof DRT Systems


It is well knownthat territorialcompetitivenessis a concept atthe forefront ofcurrent debates.The EuropeanUnion, compa-nies and govern-ments are facing

what seems to have become a modernday crusade for competitiveness. But is itreally necessary to sacrifice everything tothe gods of competitiveness? The answerto this depends on the territory’s capacityto develop a society in which a dynamicbalance between the creation of wealthand social cohesion can be found anddoes not necessarily mean economic effi-ciency at any cost or in every sector.

In essence, in any sufficiently amplegeographic space, two types of econo-mies coexist: a local economy, less expo-sed to competition, providing productsand services in the user area, and a glo-bal economy, characterised by the glo-bal management of a chain of values.The two economies carry out differentfunctions with different costs.

During the past two decades there hasbeen a transfer of activities from thelocal economy to that of the global eco-nomy. There are however limitationsconnected to activities having a socialadded value, such as the personalisedpublic transport sector.

This is in fact a local service, that whileprotected from competition can inno-vatively adapt to the needs of the citi-zen, with the objective of improvingboth the mobility and quality of life ofthe inhabitants of areas that are eitherdisadvantaged, rural or neverthelessfar from urban centres.

The development of the TWIST project,co-financed within the realm of theCADSES community program, hasamply demonstated that the solutionsfound by the public and private partici-pants in the experimenting territories

reflect their capacity to integrate maxi-mal flexibility rendering the publictransport reasonable and convienientfor the user and more efficient for theprovider.

In generale, this relates to the provisionof local demand responsive public tran-sport, which allows personalised routesto be reserved. Through the switch-board operator it is possible to reserve,but also modify or cancel a trip, indica-ting the date, time period, and thedeparture and arrival bus stops.

While it is true that the reduction oftrips and the increase of passengersdoesn’t always determine operativeprofit, in this case the advantages ofdemand responsive transport are deter-mined by the social impact of the servi-ce and the increase of its efficiency.

In any event, where the user catchmentarea is large enough, an evaluation ofthe economic sustainability of the servi-ce on demand facilitates calculation ofthe number of vehicles needed to gua-rantee coverage of the additional infra-structural and labour expenses. It is alsopossible to implement a network ofdemand responsive transport services,which in respect to traditional mana-gement, allow for overall cost reduc-tion by dividing the centre costs acrossa number of service lines.

Local particularities may contribute tothe economic results of the demandresponsive service in a determiningmanner.

To conclude, one could reiterate thefact that demand responsive localpublic transport plays an importantpart in the local economy and constitu-tes an activity, which if protected frominternational competition, presents asecure social added value, even in thepresence of non-profit rendering costs.

Carmelo MessinaHonorary Director of CE and Chairman

of the TWIST Scientific Committee

TWIST no. 4 - May 2007Bulletin of the Marches RegionSupplement to issue number 1-2-3/2007 of the magazine “Marches Region”

Managing Director:Renzo Pincini

Editorial Office:Via Gentile da Fabriano, 9 - AnconaTel. 071.8062103

Editorial staff:Fabio BelfioriAnna D’EttorreAntonio FilippiniLuca GuazzatiStefania GrattiSerena PaoliniSandro PremiciEmma Ratti

Managing Committee:Gemma Marchegiani_Regione MarcheSimona Rampioni_Regione MarcheMicaela Vitri_Netcompany SrlAlida Manocchio_Tecnovadata SrlCecilia Rossini_Regione PugliaChristoph Gipp_Technical University of BerlinKostas Petropoulous_KTEL SAVarjù Viktor_Transdanubian Research InstituteSusy Di Petta_ATI Proger/Eurofocus

Coordinator of Page Setting:Luca Guazzati

Printing:Tipografia Melchiorri Pesaro AGP SRL

Internet site:www.twistproject.org

EditorialThe added value of personalised public transport: an innovative local economy service

3)Twist / The Bulletin of Demand Responsive Transport

Events & News

began by listing the main transport pro-blems in rural areas (i.e. declining demo-graphic and economic levels, increasing useof private automobiles), going on to speakof the evolution of the DRT systems inGermany since the 1980s. He outlined thedifficulties of the dial-a-bus services (i.e.lack of flexibility, economic concerns, inade-quate legal underpinnings, difficulty in cal-culating costs, competition with the taxibusiness), identifying certain initiativesfrom the year 2000 on as “good practices”(i.e.: new telematic-based systems, collabo-ration with taxi companies). Next, the thirdpart of the presentation illustrated the ope-rating procedures of TWIST, including flexi-bility in terms of scheduling, modes of tran-sport and space, as well as an overview ofthe theoretical transportation operatingmodes (one to one, few to one, many toone, many to many). Finally, the presenterexamined the results of scientific researchcarried out in Germany and the EU, iden-tifying them as good practices. Prof. Dr ErdŒsi Ferenc presented thedistinguishing characteristics and circum-stances of transport in Hungary. He spokeabout the historical isolation and periphe-ralisation of the country following the FirstWorld War. He described the initiatives of

A meeting on the TWIST project was heldon the 27th November 2006, in order to pro-vide the project’s candidate micro-regions(observers) in Hungary with information onthe results achieved to date in the imple-menting regions, and to discuss how thelocal and regional public transport compa-nies of the candidate micro-regions can par-ticipate in the testing of a TWIST projectDRT bus service operated with a Call Centre.On the 28th of November a Study tour to themicro-region of Ormánság followed.

During the meeting Mr. Ercole Cauti,Project Manager of TWIST, introduced theparticipating project partners. He highli-ghted the distinguishing characteristics ofthe participating Italian regions and brie-fly described the other participants. Hereported on the project’s current phase,including the collection of data from thedifferent implementing areas, as well asthe stipulation of jointly accepted para-meters for both the planning and themanagement of the systems. He outlinedthe next steps towards a successful pro-gramme and indicated the meetingswhich should be held in the near future.Maria Antonietta Picardi (RegionalManager of Transportation Programmes ofthe Department of Transport and Mobilityof the Abruzzo Region) reported on thestart of experimentation. Implementationof TWIST has begun in Oberhavel, as well asthe Marches, Abruzzo, Apulia and Moliseregions of Italy, plus Greece. As she mentio-ned most of the regions operate a mixedservice (combining fixed timetable and tran-sport on demand), while the Apulia Regionsupplies only on-demand service. She illu-strated the most important tools (toll-freephone numbers, onboard computers etc.)being experimented in each region. The ini-tial results of the fixed-timetable and on-demand service were also presented. Thetable used supplied comparative data (suchas the number of users, the number ofrequests received and met, and the numberof kilometres of service provided).

Mr Christoph Gipp illustrated the DRTmodels experimented in Germany. He

PÉCS, 27/28 November 2006

the South Transdanubian Region and theSzentlŒrinc micro-region (as an observerand a potential experimental area). Heemphasised that the main problems inthese areas are not geographical butsocial. In the second part of his presenta-tion, Prof. ErdŒsi outlined the transporta-tion models used in the TWIST program-mes (one to one, few to one, many to one,many to many), indicating how thesemodels were adapted to Hungarian areas.

In the afternoon session, the Hungarianpartner organised a presentation on thedifficulties faced in Hungary and the pos-sibilities open to the project partners. Thissession pursued a number of differentaims at once, such as the identification ofcommon experiences and the learningfrom the initiatives of the other partners,the identification of potential good prac-tices, the attempt to outline patterns forthe modellizing. The session closed with adiscussion among the different partnersof the TWIST project, including privateparties, local government bodies (micro-regions) and the scientific sectors.

Following the completion of the Twistexperimentation, the results shall beillustrated, compared and analysed ata concluding convention attended byall the partners and scheduled for

Pescara, from 30 May to 1 June.PROGRAM:30 May • visit to the implementationzone of the service in the mountain com-munity of Quadri.

31 May • convention.1 June • meeting of the SteeringCommittee and the Technical-ScientificCommittee.

> Closing event: Pescara, 30/31 May - 1 June

NEWS


representatives of the regional govern-ments, first and foremost CouncilmanTommaso Ginoble of the Abruzzo Region,while the central portion of the conven-tion regarded the results of the experi-mentation in the four areas selected byItaly’s “implementing” regions: the“Upper Macerata” zone in the MarchesRegion, the “Medio Sangro – Zone R”Mountain Community in Abruzzo, the“Cratere” area – site of the 2002 earth-quake - in the Molise Region, the“Northern Appennino Daunio” zone inApulia and, finally, the “Upper AsoValley” in the Province of Ascoli Piceno,an “Associate Partner”. The successfulexperimentation made possible a cross-analysis of the socio-economic characteri-stics of the territories with the unsatisfieddemand for transportation, together withevaluation of the effectiveness of commu-nications techniques, found to play a keyrole in ensuring proper knowledge anduse of the system, plus the testing ofadvanced systems for service program-ming and monitoring and, finally, measu-rement of the effectiveness of transporta-tion offerings, based on the characteristicsindicated above. Convention participantswere able to judge whether the condi-tions exist for technical replication of theTwist project in other areas of weakdemand and what must be done to esta-blish demand-responsive transportationas a stable - and no longer experimental -component of local public transportationin the traffic basins of European regions.

The development of know-how and infor-mation technologies will reduce the timeand expense of reconverting the publictransportation network. At the sametime, an effort shall be made to upgradelevels of quality and safety to Europeanstandards.Experience gained in the field will make itpossible to transfer the model, togetherwith data and technologies, including:- guidelines and successful practices for

the planning, management and moni-toring of needs, in terms of transportand sociological considerations, of thetransportation projects experimented;

- data on different technological solu-tions, from call centers to mobile pho-nes issued to drivers to ensure contactwith users (including the sending ofSMS), up to the more complex satellitesystems, together with the relatedcosts, updated to 2006;

- data on the technology to be used inoutfitting the vehicles for the services,plus the related costs, updated to 2006;

- the extent to which the costs and reve-nues for the services performed can beregistered.

During the experimentation, care wastaken not to exclude the diversely-ablefrom transportation services, through theorganisation of demand-responsive servi-ces – integrated and not specialised–accessible to disadvantaged categoriesof citizens.

Maria Antonietta PicardiChairwoman of the Steering Committee

PESCARA, 2 March 2007

Events & News

and book rides. The participants visited theDRT system in the German area ofOberhavel, as wel as the COCS(Computerized Operational Con-trolCentre) of the Oberhavel public transportoperator, OVG. They witnessed a bookingrequest for a DRT ride, plus online trackingand tracing of buses/vehicles. The Germanpartners stressed the importance of passen-ger information and the in-tegration ofDRT solutions with public transport services.Real-time scheduling, via info terminals andscreens, was demon-strated at standard busstops and at a main bus and commuter railexchange. Since basic problems are similareverywhere, it was possible to focus on thenext steps in DRT modelling and the deve-lopment of transfer strategies. TheHungarian partner RKK TransdanubianResearch Institute and the German RIO e.V.presented the current model for DRT imple-mentation, whose main elements includegeneral planning principles, a DRT servicemodel, tariff and fare systems and key ope-rating rules. The DRT ImplementationModel supports all the subjects involved inthe practise and planning of transport, alsoserving as a guideline for DRT planning,implementation and operation. TheHungarian RKK Transdanubian Research

On March 26th and 27th, 2007 the GermanTWIST partner, Ober-havel Holding, heldthe 6th International TWIST ProjectMeeting in Hennigsdorf, Germany. TheMeeting was supported by VBB, Ber-lin-Brandenburg Transport and the BerlinUniversity of Technol-ogy to highlight expe-riences and strategies for public mobility indisadvantaged areas. The experts from theTWIST nations and the partner regionsdiscussed the state of the art in all theregions of implementa-tion, briefly overviewing initial results. Service indexes wereprovided for the regions of Oberhavel(Germany), Abruzzo, the Marches, Molise,Apulia (all in Italy) and Ioannina (Greece),in-cluding the number of passengers andtrips carried out by the different TWISTsystems. It was concluded that all the DRTsystems have been successfully started up,meeting with posi-tive user response, thou-gh approval levels differ from region toregion . The TWIST DRT systems operate onfixed routes or with de-tours , with optionssuch as scheduled or unscheduled opera-tions. Communications between customersand public transport authorities are hand-led by Call Centres that assist passengers

BERLIN, 26-27 March Institute further noted that, the politicalframework plays a key role in DRT transferstrategies . With this in mind, standardsshall be drawn up for legislation regardingpublic transport and for national and regio-nal decision-makers. At the conclusion ofthe Meeting, the German partner RIO e.V.spoke of future prospects, plus possiblestrategies for trans-fers of knowledge andoptions for DRT beyond the TWIST project.A guest speaker from the Berlin Universityof Technology underlined the importanceof social engagement in regional de-velop-ment and spatial planning.

The national convention on “ItalianRegions in the TWIST: the future of tran-sport in hinterland areas” was held by theAbruzzo Region in the Convention Hall ofthe Pescara Airport to summarise theresults of the trial activities carried out byItalian regions and to determine whetherthe experimental model of demand-responsive transport can be replicatedelsewhere. The national convention drewnumerous participants, given the interestshown in the highly relevant theme bygovernment bodies and transportationagencies. The new regulatory frameworkfor local public transport, which reflectsthe policies of the new national govern-ment, calls for a rapid adjustment tomarket conditions. Meanwhile, the regio-nal governments, which must acceleratetheir tender procedures, are concluding“Basin Plans” in which demand-responsi-ve services in areas of light demand play akey role. These were the points focussedon by the speakers, and especially the

rings, i.e. special servicesfor the disabled and theelderly, were tested. For adetailed description of theproject see [Ambrosino etal, 2004].(Table 1)

Arts

Under the ARTS (Actionson the Integration of RuralTransport Services) project,financed by the EU, diffe-rent public transport appli-cations were tested ineight rural regions of theEU. A variety of DRT con-cepts were introduced inthe implementation areasin Austria, Ireland, Finlandand Sweden, whereas the implementa-tion in Hungary, Greek and Spain focussedon school transportation or fixed-line ser-vices with innovative elements regardingthe national legal frameworks. The remai-


The european previous experiencesEuropean DRT In Scientific Research andIn Practical Operation

In addition to the objective of observingthe social impact of DRT services and flexi-ble mobility solutions on the populationin mountainous and rural areas, theTWIST project is a key initiative whichbenefits from a number of additionalresearch activities and existing DRT expe-riences. The following examples providean overview of research projects and DRTservices in operation in Europe.

Sampo/Samplus

The aim of the EU project Sampo (1996-97) and its continuation Samplus (1998-2000) was the development and testing ofsystems for DRT management. The effortwas part of the more general TelematicsApplications Program (TAP) of the EU.Different rural and urban regions inBelgium, Finland, Sweden, Ireland, Italyand Great Britain were involved. In addi-tion, different types of services and offe- ning project, in Wales, implemented a

passenger information system. (Table 2)

Public Transport In Rural Areas (PNV-Region)

Under the research programme ”PublicTransport in Rural Areas (PNV-Region)” ofthe German Ministry of Education andResearch (approx. 2000–2006), a numberof projects examine the risks tied to flexi-ble mobility services and the related tech-nical concepts, starting with their impacton the German public transport market.DRT modes are the main element of thesolutions developed, especially in the fol-lowing projects:Amabile focuses on the legal ramificationsof DRT systems within Germany and deve-lops specific requirements and proceduresfor placement and bidding procedures.Another key issue of this project was thedevelopment of IT-based planning toolsfor DRT services. “aufdemland.mobil”introduced taxi bus systems as a form ofDRT in the counties of Herford andMinden-Lübbecke, through the establish-ment of a service on demand procedure.The main objective of the research project

City/Town/Region Country Application/Environment

DRT / DRT / Special / rural Special / urban rural urban users users

Limbourg BE XW-Flanders/E-Flanders BE XSeinä joki FI X X XTuusula/Järvenpää/Kerava FI X X XKilkenny (FS) IRL X XCavan-Leitrin (FS) IRL X XFlorence/Campi Bisenzio IT X X XHägsbo (Gothenburg) SE X XMä rsta (Stockholm) SE X XW-Sussex/Surrey (FS) UK X X

(BE – Belgium, FI – Finland, IRL – Ireland, IT – Italy, SE – Sweden, UK – United Kingdom)

Table 1: Areas of implementation and DRT concepts of Sampo/Samplus projects.

Town/Region Country Application/Environment


Lappävirta FI XGotland SE XKlaus AUS XConamara IRL X

(AUS – Austria, FI – Finland, IRL – Ireland, SE – Sweden)

Table 2: DRT concepts of the ARTS project.

Rural area in the Federal State ofBrandenburg (Germany)


IMPULS 2005 (Integrated MobilityPlanning, Realisation, Management andServices for Regions 2005) was the deve-lopment of concepts for a new form of”intra-community transport“ for theGerman federal state of Brandenburg andfor the implementation of these conceptsin the rural districts of Barnim, Oberhavelund Uckermark, as well as research onlegal obstacles to the enactment of thetransport models developed. The projectIMPULS 2005 developed basic modules forflexible forms of public transport, deter-mining, for example, the operating con-ditions, the routing and the technical pro-cedures for avoiding overlapping with thescheduled services. Under the project “mobÇ”, the entirepublic transport network of the county ofGrafschaft Bentheim was optimised byintroducing DRT services as an efficientand cost-saving part of the integratedpublic transport network, includingschool transportation. MultiBus, anotherimportant project within the PNVRegionprogramme, was oriented towards practi-cal implementation. The aim was to com-bine the transport of mail and merchandi-se with DRT public passenger transport.The following table gives an overview ofthe DRT systems implemented under thePNVRegion program. Some of them werevery successful, whereas other examples

had to be modified to achieve user accep-tance and economic efficiency.(Table 3)

Additional DRT Experiences

The "Taxitub" system of Saint-Brieuc(France) is a kind of DRT service, though itpresents all the characteristics of regular-line services (fixed routes and stops; time-table). The lines are only activated by userrequest. Requests must be made at least45 minutes in advance, and a maximum of

10 days prior to departure. Taxitub ridescan be requested by pushing telephonekeys (to signal the departure time, num-ber of passengers, departure stop, arrivalstop etc.). Between 1992 and 2001, thenumber of routes increased from 23 to 45virtual lines. At the same time, the num-ber of passengers rose from 8,400 toapproximately 11,000 passengers per year[see EPE, 2006 or Meyer, 2006].Other examples of successful implemen-tation of DRT include Treintaxi (theNetherlands), PubliCar (Switzerland) andAnrufbus Leer (DRT SystemLeer/Germany). In contrast, many systemsfailed on account of a variety of structuralproblems (see the chapter on TheEvolution of DRT Systems in issue no. 3 ofthe TWIST newsletter).

Conclusions

The description of various European expe-riences with DRT and flexible public tran-sport services shows how numerousregions presenting a variety of differentcharacteristics have attempted to solve

PubliCar, demand-responsive transport system (Switzerland)

Region Country Application/Environment


DRT Gransee (IMPULS ‘05) GER X XDRT Eberswalde (IMPULS ‘05) GER X XDRT Gerswalde (IMPULS ‘05) GER X XDRT Gartz/Oder (IMPULS ‘05) GER X XDRT Angermünde (IMPULS ‘05) GER X XTaxibusses Herford/ Minden-Lübbecke (aufdemland.mobil) GER X X X XDRT Grafschaft Bentheim (mob_) GER X XDRT Selfkant, Waldfeucht, Gangelt (MultiBus) GER X X

(GER - Germany)

Table 3: DRT concepts of the PNVRegion projects.

References And Additional Literature:

[1] Actions on the integration of rural transport servi-ces (ARTS) (2003): Öffentlicher Personennahverkehrim ländlichen Raum -Handbuch. ARTS Konsortium2003.

[2] Ambrosino, G.; Nelson, J.D.; Romanazzo, M.(Editors) (2004): Demand Responsive TransportServices: Towards the Flexible Mobility Agency.Italian National Agency for New Technologies,Energy and the Environment, Rom 2004.

[3] Bundesministerium für Bildung und Forschung(Editor) (2005): Impuls 2005 - NeueMobilitätsangebote für den ländlichen Raum -Modellregion Barnim - Oberhavel - Uckermark.

[4] European Partners for the Environment (EPE)(2006): The Saint-Brieuc Taxitub. Internet:http://www.epe.be/workbooks/tcui/example11.html(Access on 2006-10-05).

[5] Gipp, Christoph; Luderer, Ina; Schenk, Eckhardt:Mobilitätsdaten für den ländlichen Raum. In: DerNahverkehr, Heft 6. Düsseldorf 2003.

[6] Gipp, Christoph; Twele Heike: Cooperationbetween taxi and public transport: legal barriers,model contracts and cooperation. In: Workshopproceedings: Demand Responsive TransportServices - Towards the flexible mobility agency.Florence, 4-5 December 2003.

[7] Heinze, G. Wolfgang (1982): Verkehr im ländli-chen Raum. Akademie für Raumforschung undLandesplanung. Curt R. Vincentz Verlag,Hannover 1982.

[8] Kirchhoff, Peter (1987): Verbesserung des ÖPNVim ländlichen Raum durch planerische und tech-nische Maßnahmen. In: Der Nahverkehr, Heft4/96, S. 19-25.

[9] Meyer, Olivier (2006): Le transport à la deman-de. Internet: http://www.transbus.org/dossiers/tad.html (Access on 2006-10-05).

Christoph GippTechnische Universität Berlin

Institute of Land and Sea Transport Systems


Demand-responsive“Multibus” in WestGermany (Selfkant,Waldfeucht, Gangelt)

Demand-responsive bus in the town of Schönewalde, Brandenbuerg (Germany)

their transport problems, especially inareas presenting low levels of demand. TheTWIST enables us to learn from all thesecase studies and practical examples. A cru-cial advantage of the TWIST project is thatwe are able to observe specific solutionsfor the different areas of implementation,making it possible to avoid serious failures.TWIST shall lead to additional benefits interms of rural transport and the cost effi-ciency of services, given that it providesanswers to many of the problems not sol-ved under past projects.


City of Mantua(Lombardy Region)

Town of Bernate Ticino(Lombardy Region)

PERSONALBUS • Territories of the Province of Milan. Telephone reservations by fax or e-mail messa-ge. Clients can select as points of pick-up or drop-off the stops already established for each municipa-lity included in the project. All the requests must be registered through a specific reference code thatthe user communicates to the driver upon boarding the bus. The buses seat 14 and are also equippedto transport diversely able individuals.www.comune.bernateticino.mi.it/index.php?param=12&idnews=2&title='Servizio%20di%20Trasporto%20a%20Chiamatà

Province of Cremona(Lombardy Region)

STRADIBUS • The Eastern zone of the Province of Cremona. Two buses also equipped to transport disabledpeople are used. Reservations are made by telephone. Simple one-way or round-trip rides can be reservedfor the same day or for subsequent days, together with periodic rides for one or more individuals or for setperiods of time. The ticket prices are those in force in the area in question, based on the route selected.www.provincia.cremona.it/primopiano/20060912stradibus.htmlwww.e-cremona.it/article.php?sid=1630

Town of Trivignano Udinese(Friuli Venice Julia Region)

ChiamaME • Public Demand Responsive Transport service reserved for residents of the town who areover sixty, as well as disabled residents and those who accompany them. To benefit from the service,residents must be entered on a list of eligible users, after which they are issued a rider’s badge. Theservice is obtained by calling a toll-free reservation number. The uniform ticket price entitles the riderto a single one-way trip or a return trip, if the return is made within the same day. Tickets are sold atall ticket windows and on the buses used for the service; the ticket price does not apply to those enti-tled to discount travel passes issued under the current regulations.www.comune.trivignano-udinese.ud.it/default.asp?ID=182&fx=scheda&IDevento=1478

Province of Belluno(Venetia Region)

Province of Turin(Piedmont Region)

PROVIBUS • The service is reserved on the day before the ride by calling a toll-free number; the pas-sengers ride in medium-small-size vehicles that run between the starting points and the destinationsrequested by the passengers and are identified with a special logo on their side. The tickets come atthe regional price and are purchased on the bus.www.provincia.torino.it/speciali/provibus/www.comune.torino.it/gtt/avvisi/provibus.shtml

TWIST (Transport With a Social Target)www.twistproject.org

CHIAMA E VAI • The bus follows an innovative route that reaches zones not serviced by the normallines of Local Public Transportation. It shall be reinforced, becoming a strongpoint in a complete publicservice designed to meet the needs of the city and its outlying districts.www.comune.sondrio.it/on-line/Home/Cosadevofareper/Muovermiincitta/articolo1702495.html

Main DRT initiatives in Italy

City of Genoa(Liguria Region)

Emilia Romagna Region TELEBUS • Provided in a number of different municipalities of the Province of Reggio Emilia, the ser-vice is meant, in particular, for elderly individuals or those without an automobile, plus, in the summerperiod, tourists who decide to spend their vacations in the villages lying within the boundaries of themunicipalities. The goal is to provide those who live in outlying zones with easy daily access to the nea-rest large town, transporting them from the villages and surrounding localities to the central square.The service must be reserved by telephoning a Call Centre; tickets are bought onboard the bus.www.actre.it/muoversi_pubblici/bus_extraurbani_a_chiamata.php

TAXI-BUS • Demand Responsive Transport supplied with low environmental-impact buses to those whodesire or are obliged to travel between different small-scale municipalities of the Province of Mantua. Morethan 70 locations are potentially serviced, including small outlying districts and scattered homes. Rides arereserved sufficiently in advance by calling a toll-free number. Tickets can be purchased on the bus.www.apam.it/servizi/taxi-bus

City of Sondrio(Lombardy Region)

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Abruzzo Region • MarchesRegion Molise • Region Apulia •Region District of Oberhavel •Province of Ioannina • Provinceof Ascoli Piceno

DRINBUS • The service, supplied in the outlying zones of the City of Genoa, is customised as closely as pos-sible to the needs of the riders, who choose the starting and end points of the trip from the numerous stopsin their zone, setting the hour of departure and arrival and reserving the ride by telephoning a toll-free CallCentre; reservations for the day of the call must be made at least 30 minutes before departure time. Theoperator enters the request in the software that manages the system and offers the user a number ofoptions that come as close as possible to what was requested; based on all the requests received and on themini-buses available, the system establishes optimised routes and schedules for each shuttle. To protect theenvironment, the mini-buses are fuelled with methane, guaranteeing extremely low levels of air pollution.www.amt.genova.it/orari/drin_bus.asp

PRONTOBUS • Municipalities of Belluno and Feltre (Venetia Region). Reservations made by calling atoll-free number. Customised transport between stops of the urban or extra-urban transport systemsat the time and on the date in which the need arises. The cost of the service is the same as the corre-sponding public transport line. www.provincia.belluno.it/nqcontent.cfm?a_id=1555


Alta Val Nure (Province of Piacenza, EmiliaRomagna Region)

PRONTOBUS • Users who wish to take the bus must call the Centre and communicate when and wherethey wish to travel. The user, after waiting on the phone for the time it takes to enter the information,is informed of when the bus will arrive for the pick-up. Five mini-buses seating 18 (plus the driver) areused, with the territory being divided into 5 zones (one for each bus). The request can be for a datefollowing that of the call (reservation service) or for the same day (call service).www.tempi.piacenza.it/prontobus/prontobus.asp

Province of Rome(Latium Region)

+ BUS • Free Demand Responsive Transport service for disabled residents of the City of Rome and ofthe 120 municipalities that make up the provincial territory. A service designed to provide concretesupport to the disadvantaged. Fifty specially equipped mini-buses with assistants onboard. Rides arereserved by calling a toll-free number.www.provincia.roma.it/context.jsp?area=11&ID_LINK=247

City of Camerino(Marches Region)

AMICO BUS • A demand-responsive transport service offered in the urban zone of Camerino duringthe hours of the day characterised by low levels of passengers. Rides can be reserved free of charge,up until the day before the request.www.contram.it/documento.asp?idd=%7BA1559138-0EEF-11DA-891A-00E018043955%7Dwww.contram.it/allegati/documenti/il_servizio_di_trasporto_a_chiamata(68kb).pdf

Town of Tavoleto(Marches Region)

TRASPORTO A CHIAMATA • In nine municipalities of the Mountain Community of Montefeltro, thisDemand Responsive Transport service satisfies the need for mobility in territories characterised byweak demand, making regularly scheduled line service economically inefficient. At each stop coveredby the service, a map of all the other stops in the municipality serviced on a demand responsive basiscan be viewed. Reservations are made by telephone for daily, weekly or monthly rides, as long as theyare received at least one day prior to the date on which the service is requested.www.comune.tavoleto.pu.it/ci/3387.aspxwww.comune.tavoleto.pu.it/id/3314/15477.aspx

Province of Naples(Campania Region)

ChiAMA ‘O BUS • A DRT service provided totally free of charge in the western zone of the Town ofGiugliano (Province of Naples, Campania Region). Period of experimentation: 24 consecutive days.Users reserve rides by calling a number set aside for the service. Users receive a fidelity card for identi-fication and access to call on the telephone line set aside for reserving rides. The vehicle pool consistsof four methane-fuelled vehicles designed for low environmental impact.www.clickmobility.it/portal/page/categoryItem?contentId=125175-%3E98ixodzmt2u_content_tlvdkizmtaf

City of Potenza(Basilicata Region)

CIVITAS • City of Potenza; outlying and rural areas. Identification of pick-up stops with recognisa-ble signs. Inter-modal service: the destinations of the shuttle buses are existing public-transportinfrastructures in the region’s capital city. Rides are reserved by telephoning a Call Centre free ofcharge.www.comune.potenza.it/Civitas/Trasporto-chiamata/

Town of Gal(Sardinia Region)

GAL MBS • Servicing 38 municipalities in the Gal area (part of the Sardinia Region), the planned CallCentre is designed to centralise the different transport requests, based on the specific demands of theusers and on the network organised by the operators who provide the rides, in response to the reser-vations received by the Call Centre, optimising and rationalising the routes.www.galmbs.it/

City of Florence(Tuscany Region)

PERSONALBUS • The Demand Responsive Transport system "PersonalBus", part of the Europeanproject Sampo, provides transport for disabled riders in the Florence area, in addition to servicing areasof weak demand, such as the town of Campi Bisenzio and the Porta Romana neighbourhood ofFlorence. The service can be reserved by calling a toll-free number (one-way or round-trip rides for thenext day or the same day, as well as periodic rides, plus requests for one or more passengers, up to 15minutes before the start of the trip etc.), or by making the request at the vehicle parking areas.Requests are handled and trips are organised by computer. The driver is notified of the route by radioor gsm, and the vehicles used are reduced in size, with lowered floors for easy boarding.http://www.puntoenergia.com/Newsletter/1998-06/ataf.htm

City and Province of Leghorn(Tuscany Region)

PRONTOBUS • A Demand Responsive Transport service established under the project entitled AGATA(Agence de multiservices basée sur des Télécentres pour la gestion intégrée de la mobilité et de l’ac-cessibilité aux services de transport), part of the European Regional Cooperation Program INTERREG IIIB – MEDOCC. To benefit from the PRONTOBUS service, users must be registered. Once the service hasbeen activated, users will be able to make reservations by means of a toll-free number or the on-linereservation section of the service’s portal, specifying: the zone in which the service is requested, thestops for pick-up and drop-off, the requested times of pick-up and drop-off and the number of seatsonboard the bus. Registered users may reserve one or more rides a day, round-trip if necessary. If theride is required habitually, they can reserve the service for a given period of time, even reserving ridesscheduled for different times and destinations on different days. http://www.atl.livorno.it/agata-atl/default.aspxhttp://www.atl.livorno.it/Agata-atl/site/325/default.aspx

Maria Antonietta PicardiChairwoman of the Steering Committee

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The TWIST project calls for application ofthe theoretical models proposed in theliterature to 6 areas where experimenta-tion is being conducted, based on the cha-racteristics observed during the phase ofthe research and Analysis of theTerritories (WP2).

Put simply, the methodology followedstresses the interactive nature of the pro-cess of implementation, in order to ensu-re that the service offered reflects userdemand as closely as possible. It can besummarised with the following phases:

1. observation of the indexes and carto-graphic projection of the same;

2. survey of local resources in terms ofpopulation centres, infrastructures,history and nature;

3. selection of sites of particular interest forthe transport system: “pick-up points”;

4. construction of a graph of the tran-sportation network through a “varia-ble geometry approach”;

5. evaluation of user response to the ser-vice supplied through monitoring acti-vities;

6. identification of the “critical points”and “opportunities” for demand-responsive transportation services;

7. transfer of know-how, in particular asregards conditions that guarantee thepossibility of replication.

The participants in the experimentation arethe Mountain Community of the MiddleSangro district, Zone “R” (the Abruzzo

Region, Italy), the Upper Macerata district,including the Mountain Communities ofCamerino, San Ginesio and San SeverinoMarche (the Marches Region, Italia), thir-teen municipalities of the Molise Region(Italy), falling within the area of the seismic“crater” of 31 October and 1 November2002, the Sub Apennine Northern Daunodistrict (the Apulia Region, Italy), theProvince of Ioannina (the Epirus Region,Greece) and the district of Oberhavel (theRegion of Berlin-Brandenburg, Germany).

The text that follows reports on the formsof implementation followed in each ofthee area, starting from the system forrequesting the service, the communica-tions activities on the vehicles and commu-nications within the territory, up to andincluding solutions for the planning andenactment of the service. In all the areas ofimplementation, except for the Apulia ter-ritory, which has opted for a pure demand-response system, a mixed type of transpor-tation service has been established, addingflexibility to a standard, existing service. Allthe vehicles used have been marked withserigraph-printed adhesives placed on theoutside of the buses/shuttles.

The Abruzzo Region The Mountain Community of the MidSangro district, Zone “R”, is found in theProvince of Chieti and has its headquartersin the Town of Quadri. Nine municipalitiesfall within the area of experimentation:Borrello, Civitaluparella, Fallo, Gamberale,Montenerodomo, Pizzoferrato, Quadri,Roio del Sangro and Rosello. Users requestthe service by telephoning a Call Centrelocated at the headquarters of theMountain Community, using a toll-freenumber answered by an operator assignedspecifically to the task. The experimenta-tion has been supported by publicity on theservice, in the form of the display of postersin the main sites where the public gathers,as well as in public offices and facilities, plusthe distribution of pocket-size brochureswith a box containing the transport sche-dules. In addition, communication initiati-ves have been implemented throughoutthe territory of the Mountain Community,for the purpose of heightening awarenessof the service, together with publicityevents in town squares during the summerperiod. In terms of the planning of the ser-vice, requests for transport, after being

received at the Call Centre, are entered bymeans of a specific software capable ofdetermining in real time whether it is possi-ble to provide the service, considering thetime, the route requested and the requestsconfirmed or already met. In cases wherethe request can be satisfied, the supply ofthe service is confirmed by notifying theuser of the features of the trip, while thedriver is presented, depending on the speci-fic situation, with a print-out of the serviceplan or a flash card in the ISO 7816 format,containing the digital version. The plan canalso be sent by means of a terrestrial digitalsignal to the onboard terminal placed onthe bus (short-range communication to theMDT). During operations, an onboard ter-minal (MDT) equipped with GPS is used totrack the geographic position of the vehi-cle, while a GSM, GPRS system provides areal-time connection with the OperationsCentre. The onboard MDT has a built-innavigation system able to direct the driverto the pick-up point.

The Marches RegionThe upper Macerata district includes theMountain Communities of Camerino, SanGinesio and San Severino Marche. Requestsare communicated to a Call Centre, using atoll-free number answered by anemployee. Inside the vehicles, brochuresillustrating the timetables for all the routesare distributed. In order to heighten aware-ness, a letter from the Chief of the RegionalTransportation Bureau, together with an

Countries in which the Twisat service is in operation

A vehicle used for the Twist service in Abruzzo

The Methodologyused for the TWIST Model

Twist / The Bulletin of Demand Responsive Transport

informative brochure, has been sent to theheads of families in the area involved in theexperimentation, in order to illustrate theservice and the procedures through whichit is supplied. These include the registrationof users, the planning of operations, com-munications to onboard devices and repor-ting generated by TELEBUS software, sup-plied by the company Pluservice. The busesused for the service are equipped with acomputer assisted by software and outfit-ted with a system for tracking and for com-municating with the operating headquar-ters, plus MDT type devices that communi-cate with the headquarters by means ofGPRS/UMTS technology.

The Molise RegionThe area of implementation includes 13municipalities in the Province ofCampobasso, all falling within the “crater”area hit by the earthquakes of 31 Octoberand 1 November 2002. Here too, reserva-tions are made by telephoning a Call Centreat a tool-free number answered by a staffemployee, though there is also the alterna-tive of calling the number of the transpor-tation company. Publicity brochures havebeen distributed on the buses/shuttles usedexclusively for the service, in order to hei-ghten user awareness. An information cam-paign consisting of press releases, fliers andposters was aimed at both potential usersand local government bodies. Operationsare planned with a system supplied by thecompany MICRODATA s.r.l., whose MICROT-PL/ROUTE product makes it possible tomanage the services, the vehicles, the stopsand the routes. Through the managementof off-line reservations, the list of stops andusers who have reserved rides can be tran-smitted, together with a map displayshowing the location of a given vehicle, foron-line pick-up requests. The system alsoproduces statistics for monitoring. Theonboard computer is assisted by dedicatedsoftware that displays the information sentby the operating centre, both off-line andon-line, in addition to being equipped witha GSM/GPRS-GPS two-way radio that comescomplete with software, an antenna andwiring.

The Apulia RegionThe area of implementation includes theSub Apennine Northern Dauno district,which borders on the Molise and

Campania Regions and is bound by thebasin of the Fortore River to the northwe-st, the Salsola stream to the south and theTavoliere plain to the east. TheCommunity includes thirteen municipali-ties, for, a total population of 25,845.Unlike the other partners, the Apuliaregion has opted for a strictly demand-responsive transport system, rather thanaugment the flexibility of an existing ser-vice. Reservations are made by telepho-ning a Call Centre, where an operatorassigned exclusively to the serviceresponds. As in the other areas, awarenessof the service has been promoted inApulia by putting up posters, distributingpamphlets and running television com-mercials. Users are registered with thePluservice TELEBUS software, for the pur-poses of planning and reporting, thoughno infomobility instruments have beeninstalled on the vehicles.

The Berlin-BrandenburgRegionThe area of implementation is theOberhavel district (Landkreis), which is bor-dered on the north by the Mecklenburg-Vorpommern district, on the east by the

districts of Uckermark and Barnim and onthe west by the districts of Ostprignitz-Ruppin and Havelland. The Call Centre is inoperation 24 hours a day, and tickets canbe bought on the buses both in SouthemOberhavel and in Hohen Neuendorf. Theservice was publicised in the territorythrough publication of the TWIST newslet-ter. Planning of the service was aided bydedicated Fahrinfo, BDur/Buxi software,while the vehicles were equipped withcomputers connected to a ComputerisedControl Centre, in order to trace the loca-tion of the vehicles and communicate withthem (ATRON 120 MR Mobile or theonboard computer used to issue tickets).

The Epirus RegionThe area of implementation is theProvince of Ioannina. The service can bereserved within the district by calling theKTEL bus station in Ioannina on Mondays,Wednesdays or Fridays. In the case of theIoannina – Kastoria and Ioannina - Kozanilines, intermediate stops in the villages ofKonitsa and Metsovo can be reserveddirectly from the KTEL agents, who shallnotify the central KTEL station. An infor-mation campaign has been carried out inthe area, in preparation to the experimen-tation. Dedicated infomobility softwarehas been installed at the operating head-quarters, while the vehicles are equippedwith onboard computers connected to theComputerise Control Centre, in order totrack the location of the shuttle buses andcommunicate with them.

At present, the preliminary results of theimplementation point to an interestingdevelopment. With regard to the quantityof service provided, even in areas where itwas decided to operate a mixed type ofdemand-responsive service (a fixed time-table service combined with a flexible ser-vice), the total kilometres of demand-responsive service supplied were equal toapproximately two-thirds of the ordinaryservice, demonstrating that there is apotential demand which, at present, can-not be satisfied by the traditional type ofservice. All the evidence points to the factthat demand-responsive service can proveuseful in districts presenting extremelyvaried characteristics.

Mauro D’InceccoATI Proger/Eurofocus

11)

A vehicle used for the Twist service in Germany


In this article we would like to present the DRT systems whichinclude fixed items. Such models are applicable - as has alreadybeen illustrated - mainly in areas presenting low levels of facili-ties and social disadvantages. But the choice of the appropriatemodel depends on the physical lay of the land, plus other natu-ral and geographical factors, as well as the roadway –network,the pool of infrastructures and further social and historical fac-tors. Our primary aim in this newsletter is to present modelsbased on fixed timetables, meaning that they are not demandresponsive systems (examples described in the previous newslet-ter include “one to one” or “one to many” models etc.). This modelling is meant to outline a framework of new modelsfor existing services.

1. Fixed routes and partially fixed timetables

A flexible service is one in which stops can be added to the fixedroute, to be serviced on a demand–only basis.

2. Service planned with detours from fixed routes along a cor-ridor

The vehicles can add to the fixed part of the service by makingdetours to reach other fixed stops, at the request of the passengers.In this model – constructed mainly with dead-end terminal points –the terminal points can serve as a provider of bus-line services alongthe corridor.

3. Fixed stops within a corridor

Fixed stops are serviced on demand within a given transport cor-ridor, with the routes being determined on the basis of theeffective needs of the passengers.

The third corridor-patterned service model is applicable only toscenarios of radically decreasing populations in outlying villa-ges, when – except for certain larger locations - low transpor-tation demand makes the maintenance of public bus servicesimpractical.

4. Fixed stops within a given area

A series of fixed stops within a given area are serviced on demand,but only some of them are provided with a fixed timetable.

The conditions for application of model three are even morerelevant to model four. Although its implementation in themicroregions is facilitated by the existence of a fixed polewhose transport demands may be met by regular fixed bus ser-vices, the inhabitants of other villages can access bus services atfixed bus stops only by arranging their trips in advance throu-gh telecommunication channels connected with the driver orthe Call Centre.

5. Departure points/destinations within a given area

Model five is based on the casual and random nature of travelwhen passengers are picked up at a specified location that hasbeen set during a call. This service can have only one definitepoint. It can be implemented only in cases where the scheduledbus service is to be cancelled.

Network Modelsfor Demand-Responsive Transportation


6. Hybridizations

These models can be used in areas that present terminal micro-areas at the end of the corridor. In cases where these providerareas have at least two entry points, such models are not appli-cable.

7. Multi-modal solutions in networks

This model is applicable to situations where several transportmodes can be combined (i.e. the corridor and service area maybe connected to railway lines or water transport lines).The implementation of a multimodal transport system mayprove feasible if the railway node of the corridor serves as a tran-sfer point between long-distance railway and micro-regionalbus/minibus services, though, in this case, additional new roadsshould be built for the shortest and best timing of bus connec-tions. This would call for a transitional period during which fixedbus stops would gradually be replaced by customised services(almost a ‘door to door’ passenger delivery service).

In order to analyse the models in Hungary, we have to exami-ne some differences from other countries, together with somedistinguishing characteristics. Given the distinctive elements ofthe Hungarian administrative system, namely huge, paralleladministrative areas containing different interests on differentlevels (vertical as well as horizontal), which look like they shallremain in place for quite some time, we have to assume appli-cation of a mixed model, with a fixed timetable supported bya Demand Responsive Transport system (DRT).

We can also assume application of a different terminal structu-re requiring different solutions and different mixes of tran-sport services. That is why it is difficult to lay down one appro-priate solution. As in the case of the implementing region,where different geographical given (natural layout, infra-structures, social factors etc.) resulted in different (DRT)responses to the modelling question, the same holds true fordifferent areas of implementation and countries as well.Good practice can be identified by examining how operators inrural areas have been obliged, or have been able, to providethese transportation services to the social target.

Viktor VarjúCentre for Regional Studies

of the Hungarian Academy of ScienceTransdanubian Research Institute

Source:using figures presented by Proger S.p.A.19.04.2006

13)


Planning principles

Demand Responsive Transport (DRT) solu-tions become more and more important,especially in times and areas with lowdemands. The growing economic pressureof public funds leads to an elevated needfor adequate possibilities to maintaingood-quality service in public transportwhile reducing the budget needed. Thetransport market is usually dominated byline oriented bus services, especially inrural and mountainous areas.Due to the lack of experience with DRTsolutions in a number of European coun-tries, it is obvious that the focus has to beput on research and knowledge transferin the field of rural public transport. Thepresent draft for specific planning princi-ples represents the basis for a theoreticalmodel in the field of DRT solutions thatmust be taken into consideration underthe TWIST project.

Within the theoretical model, the fol-lowing elements must be discussed:• Identification of the service area• Development of the DRT solution• Fare system• Rules governing DRT operation• Licensing process and legal aspects

Liability for operations and subcon-tracting

The technical environment of DRT systemsis also a key factor in their success andoperability. This aspect has already beendescribed in the technical reports of WorkPackage 3, Transport System Planning. Tosummarise the technical requirements,the following components must be consi-

dered under a DRT concept:• Computerized Operational Control

Centre (also known as the DispatchingCentre or DRT operator)

• On-board devices for communication,ticketing, routing and positioning

• Communication network betweencustomer, operator / Call Centre andvehicle

Identification of the Service Area

The size of the area covered by DRT servi-ces depends on various factors, such aspopulation, population density, points ofinterest in the service area and mobilitybehaviour. In Germany, for example, thedimensions of DRT service areas vary fromapprox. 10 kmÇ to more than 200 kmÇ.The decision on the optimal area size hasto be made with regard to the specificregional conditions.The route lengths within the areas inte-ract directly with the number and reque-sted distances of passenger trips. The areasize is also related to the available vehiclepool and to the organisational structure

A bus stop with a DRT connection

Organisational models for theImplementation of DRT Systems

of public transport operators and taxicompanies. The following indicators provide an over-view for estimating the dimensions of aservice area:• Distances between the residential

areas/ communities within the plan-ning area

• Comparative data on the traffic flowsand density of public and individualtransport

(1) Commuter census (2) School statistics (students per residen-

tial area)(3) Passenger census on existing public

transport lines(4) etc.• Number of points of interest within the

planning area (public facilities, hospi-tals, shopping facilities, schools, ceme-teries, etc.) Public transport connec-tions within the planning area


Development of the DRT Solution – DRTService Model

In TWIST Newsletter 3/2006, an overviewwas given of the different factors to becontrolled when planning a DRT system[1]. The different route concepts can beexpanded in accordance with the dimen-sions of the various booking concepts,booking technologies and network con-cepts [2].

The complexity of the possible DRT solu-tions presented by the DRT systems imple-mented under the TWIST project has beenclearly demonstrated. The following tableprovides a theoretical overview of the dif-ferent DRT factors. All other DRT solutionscan be designed by taking variations ofthe given characteristics.

15)

TWIST DRT service Model

Abruzzo, Ioannina, Marche, Molise, Oberhavel, Puglia,Italy Greece Italy Italy Germany Italy

Route concepts

"One to one" with fixed lines and partly fixed timetables x x x x x1

"Few to one" with flexible service within a corridor including route deviations x x x x_ x x1

"Many to one" with sector operation in an area to defined stops x_"Many to many" with area-wide servie (no fixed stops and no timetable)

Booking concepts

Non Pre-bookingDirect booking x x x x x xTrip notification (User request - proposal for schedule - p short time before departure)Collecting / Call Centre

Booking technologies

Operator / Call Centre x x x x x xInternetOther

DRT integration into public trasport network

Stand alone serviceDRT feeder service x x x xIntegrated DRT service x x x x x x

1 Flexible routes and schedules2 Two flexible interchangeable routes operating on demand

Standard bus stop signage also used for DRT services

www.twistproject.org

FOR FURTHER INFORMATION ON THE NEWSLETTER:Regione Marche - P. F. Trasporto Pubblico LocaleDott.ssa Simona Rampionivia Tiziano, 44 - 60100 AnconaTel.: +39.071.8063226Fax: +39.071.8063013twistproject@regione.marche.itwww.twistproject.org

FOR INFORMATION ON THE PROJECT:Segreteria tecnica Metron srlDott.ssa Maria Grazia Di AscenzoVia Italia - Ermes Center 64023 - Mosciano S.A. (TE) Tel.: +39 085 8089025 Fax: +39 085 [email protected]

Technical Assistance ATI Proger/EurofocusVia Po, 9966020 San Giovanni Teatino (CH)Tel.: +39.085.44411Fax: [email protected]

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