Research on Ticketing in Major Urban Areas

Phase 1 - Scoping

Report

May 2011

Prepared for: Prepared by: PDFC 3rd Floor 40 Bernard Street London WC1N 1BY

Steer Davies Gleave 28-32 Upper Ground London SE1 9PD

+44 (0)20 7910 5000 www.steerdaviesgleave.com

Phase 1 - Scoping

Contents

CONTENTS EXECUTIVE SUMMARY ..................................................................................... I

1 INTRODUCTION .................................................................................... 1

Background .......................................................................................... 1

Study Objectives ................................................................................... 2

This Report .......................................................................................... 2

2 RAIL TICKETING IN MAJOR URBAN AREAS .................................................... 3

Introduction ......................................................................................... 3

Major Urban Areas ................................................................................. 3

Tickets and Products .............................................................................. 5

3 REVENUE SETTLEMENT ..........................................................................19

Introduction ........................................................................................ 19

Greater Manchester .............................................................................. 20

Merseyside ......................................................................................... 22

South Yorkshire .................................................................................... 22

Strathclyde ......................................................................................... 23

Tyne and Wear .................................................................................... 24

West Midlands ..................................................................................... 24

West Yorkshire .................................................................................... 25

Summary ........................................................................................... 26

4 UNDERSTANDING TRAVEL PATTERNS .........................................................27

Introduction ........................................................................................ 27

Greater Manchester .............................................................................. 27

Merseyside ......................................................................................... 28

South Yorkshire .................................................................................... 28

Strathclyde ......................................................................................... 30

Tyne and Wear .................................................................................... 31

West Midlands ..................................................................................... 32

West Yorkshire .................................................................................... 33

Summary ........................................................................................... 34

5 SUMMARY OF FINDINGS .........................................................................37

Introduction ........................................................................................ 37

Findings ............................................................................................. 37

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Summary of Data Capability .................................................................... 38

FIGURES Figure 2.1 Major Urban Areas .......................................................... 3

Figure 2.2 Greater Manchester Rail Network ....................................... 6

Figure 2.3 Merseytravel Zones ......................................................... 7

Figure 2.4 Merseyside: Saveaway Zones ............................................. 8

Figure 2.5 South Yorkshire Rail network ............................................. 9

Figure 2.6 ZoneCard Zone Structure ................................................. 10

Figure 2.7 Roundabout Ticket area .................................................. 11

Figure 2.8 Travel Ticket Zones ....................................................... 12

Figure 2.9 Centro rail zones .......................................................... 13

Figure 2.10 West Yorkshire Zones ..................................................... 15

Figure 4.1 NRTS Ticket TYpes ........................................................ 35

Figure 4.2 NPS Ticket Types .......................................................... 36

Figure 5.1 Typical Characteristics for Product Types in PTE Areas ............. 38

TABLES Table 1 Principal zonal products ................................................... ii

Table 2 Surveys that may be exploitable ......................................... iv

Table 2.1 Stakeholder Interviews .................................................... 4

Table 2.2 Summary of Products and TOCs Affected .............................. 16

Table 5.1 Summary of data by PTE Area ........................................... 39

APPENDICES A STAKEHOLDER INTERVIEWS

B PTE PRODUCT DESCRIPTION

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Executive Summary Background

1. Rail demand in PTE areas is generally not well understood. One reason for this is a lack of comprehensive data on current rail travel volumes and patterns, and information on revenue is usually only available at a fairly aggregate level.

2. This situation is the result of ticketing policies in PTE areas which, while developing products that are convenient and attractive for the customer, have not paid as much attention to capturing detailed usage data on a continuing basis.

3. Many trips in these areas are made using PTE multi-modal tickets. These, and many rail only products in PTE areas, have zonal availability, so unlike point-point rail tickets there is a lack of specific Origin-Destination information. This has led to them being poorly represented in datasets derived from LENNON. This in turn limits the understanding of demand patterns and makes undertaking related research difficult

4. Some work has been undertaken to estimate base year matrices for various models: for the Department for Transport’s Network Modelling Framework, for MOIRA Replacement (now MOIRA2) and for Centro. All of these assume that zonal trips are distributed in the same way as certain groupings of point-point tickets in the same area, which may not be the case.

Study Objectives and Approach

5. The PDFC have developed a scope of work for this research with two phases:

I Phase 1: Identification of all data sources which could potentially be used to provide a better translation of PTE ticket sales into rail demand, including surveys and count data.

I Phase 2: Develop efficient generic procedures to convert PTE ticket sales to demand data which is compatible with other data such as LENNON – the remit for this phase is still to be agreed by the steering group.

6. This is the report on phase 1. It covers zonal and concessionary products in the 6 English PTEs & Strathclyde (collectively referred to as PTEs for simplicity). We have sought information on origins, destinations, volumes and (ideally) journey purpose, and explored potential barriers to usage – technology & confidentiality. The scope includes Identification of data sources, not collection of data.

7. Our approach has been principally through interviews with stakeholders i.e. PTEs and TOCs, preceded by some desk research.

Tickets and Products

8. The most common portfolio of tickets allowing use of rail in PTE areas consists of a multi-modal ticket and a rail only product, both available on all rail services for periods from one day to a year. These are typically both available for the whole of the PTE area, and for various combinations of zones within it. In addition there are usually off-peak variants of these products, often valid only for a day, and sometimes only for the whole study area. In some cases there are arrangements in place for travel from stations outside the PTE boundary.

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9. The multi-modal products involve inter-operator agreements and are usually governed by panels representing the participating operators, with day to day management by the PTE. The rail only products are usually managed by a lead TOC but are often promoted alongside the multi-modal products by the PTE.

10. These products may be supplemented by others specific to each area. In addition there are concessions, the most important of which is the English National Concession Travel Pass Scheme (ENCTS), providing free bus travel for Senior Citizens and the Disabled, which is often extended to include rail within the PTE boundaries at off-peak times (all day for the Disabled).

11. The following table shows the principal zonal products available in each PTE area. In some cases there are additional products available (e.g. off-peak, out-boundary), details of which will be found in the main report.

TABLE 1 PRINCIPAL ZONAL PRODUCTS

Area Multi-modal product Rail Only product

Greater Manchester Countycard Traincard

Merseyside Trio Railpass

South Yorkshire TravelMaster RailMaster

Strathclyde ZoneCard -

Tyne & Wear Network One Travel Ticket -

West Midlands nnetwork ntrain

West Yorkshire Metrocard -

Revenue Settlement

12. There are two main routes by which revenue from sales of multi-modal and rail only zonal products reach TOCs:

I Apportionment entirely within LENNON - this is usually the case for rail only products, but may also be used for some multi-modal products, e.g. rail + tram;

I Apportionment outside LENNON, usually by the PTE acting on behalf of a multi-operator partnership - this is the case for most multi-modal products.

13. Sales through stations and other RSP outlets are recorded in LENNON with an “ I-code” destination (e.g. G810 for a Centro unrestricted one day, all zones, nnetwork ticket). Issues and gross receipts are recorded - journeys and passenger miles are derived from these using the normal journey factors by CTOT (Class & Type of Ticket) code.

14. Therefore if all sales are through RSP outlets, there is complete total revenue and volume information, though still lacking origin-destination dimensions, and the journey factors may not fully reflect all journeys made, e.g. for one day tickets. This is the case for most rail only products. However, for multimodal products

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sales are not all through RSP outlets, so revenue and volume information is incomplete against the sales I-code.

15. Within LENNON, the sales I-code generates a Private Settlement outpayment and an agreed allocation to TOCs is applied to net receipts:

I Rail only: net receipts = gross receipts: all in LENNON

I Rail + tram: net receipts < gross receipts: all in LENNON

I Multi-modal: 100% to PTE: net receipts = 0

16. The PTE combines the RSP receipts with sales through other channels, applies apportionment factors (to various sub-segments) and pays as a lump sum to each operator. Most TOCs input this into LENNON against another I-code as HQ/DSE input while others record in their accounts as a non-LENNON item, so not all earnings are captured in LENNON.

17. In this case, if there are accompanying volume estimates, these are likely to have been made by the TOC using an average yield assumption. These are seldom updated and so the volume estimates are unreliable.

18. In all cases the apportionment factors derive from surveys. In all but one case these are updated by regular or continuous surveys. In the remaining case, the factors have been fixed for some time and we were not able to identify the original survey, though the PTE had undertaken subsequent surveys for other purposes.

19. In some cases the surveys were designed to measure passenger boardings and passenger kilometres by each operator. These were converted into a "value of travel" estimate for each operator. In one case this was on the basis of a fee per boarding, and then division of the remaining revenue pro rata to passenger kilometres.

Understanding Travel Patterns

20. In the case of rail only products, total earnings and travel volumes are generally well represented in LENNON, though the volumes are dependent on the estimated journey factors. This is not the case for multimodal products.

21. Total revenue on multimodal products will be known by the PTE, and can be pieced together from knowledge of TOC earnings with the cooperation of the TOCs, bearing in mind that not all of this is in LENNON. Total volume estimates are unreliable in LENNON, but the process that many PTEs go through generates estimates of boardings (equivalent to operating journeys) and passenger kilometres. There may also be breakdowns by product or zone combinations

22. Supporting information provided by PTEs to the TOCs is often minimal but there appears to be a willingness amongst PTEs to provide additional information.

23. There are surveys available in all PTEs that potentially could be used to create an origin-destination matrix. Sample sizes could be an area of concern in some cases, but in some of these cases data could be pooled from previous years. The following table summarises the surveys available. In addition there is origin destination data available in the National Rail Travel Survey.

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TABLE 2 SURVEYS THAT MAY BE EXPLOITABLE

Area Surveys

Greater Manchester GMTU cordon counts

Merseyside Bi-annual rail survey

South Yorkshire Continuous surveys for apportionment

Strathclyde ZoneCard diary

Tyne & Wear Continuous Monitoring (ConMon) Survey

West Midlands Rail User Profile, Visum survey, London Midland Customer Satisfaction Survey

West Yorkshire MetroCard User Survey, On-train surveys undertaken by TICCO, TIF cordon counts (Leeds station)

24. Most of the surveys are designed to support the apportionment process and collect precisely the information required to do so. There may be resistance from some PTEs to including additional questions, e.g. journey purpose, thereby lengthening the interview and reducing the number of contacts or response rate.

Potential for Improvement

25. Available survey data on patronage could provide better estimates of:

I Volumes of travel on rail using multi-modal tickets, and

I Patterns of travel on rail using all types of zonal tickets.

26. However it has been noted that the sample size of the surveys may be an issue in some cases. This could be mitigated by pooling a number of surveys for analysis.

27. Variations in the level of disaggregation of the data available means that a bespoke methodology would have to be developed for each area. Journey purpose data is not consistently available and as the primary purpose of the surveys is for calculating revenue apportionment between operators, stakeholders may resist adding further questions.

28. In most cases stakeholders have indicated that they are willing to provide access to identified data sources, subject to obtaining approval from relevant operators. Most sensitivity concerns earnings data however provisions could be put in place to protect confidentiality as the matrix produced will contain only “all operators” estimates.

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1 Introduction

Background

1.1 The Passenger Demand Forecasting Council (PDFC) decided to undertake research on PTE Tickets as part of its 2010/11 research programme. In February 2011 Steer Davies Gleave were appointed to undertake a scoping study to understand the range of data that could be used to provide an enhanced representation of rail demand in major urban areas outside London. Specifically these are the areas covered by the English PTEs and the Strathclyde Partnership for Transport (SPT)

1.2 Rail demand in these areas has grown rapidly in the last 5 to 10 years – exceeding traditional PDFH based forecasts1. This makes it increasingly important to understand the current distribution of demand as a sound base for forecasting. Yet knowledge of the patterns of rail demand in these areas is not as well developed as in other areas.

1.3 This imperfect understanding is partly because it is difficult to accurately determine the number of journeys made on origin-destination flows. This is because many trips are made using tickets with a zonal validity, so that neither specific trip origins and destinations, nor even the number of trips made on the ticket, is recorded, This applies to both multi-modal PTE tickets and rail only tickets. As the brief notes, while these products are effective in encouraging public transport use, their inherent flexibility is one reason why they have been poorly represented in datasets such as LENNON.

1.4 There are other issues relating to the mechanisms/processes by which the sales, TOC earnings and associated journeys are recorded in LENNON (which vary between areas) and how revenue is shared between PTE and TOCs. For example, whether all sales of a particular PTE product are put into a pot and then distributed between participating operators, using survey data or fixed allocations; or whether a standard out payment to each operator is made per sale; or some other mechanism is used.

1.5 An additional issue is that the allocation mechanisms are focused on revenue and little attention is given to accurately representing journeys, if indeed they consider journeys at all. The lack of accurate flow data limits the understanding of demand patterns and makes undertaking related research difficult2. Ideally such flow data would be updatable over time to provide an understanding of trends at a dis-aggregate geographic level.

1.6 A matrix of demand and revenue for PTE areas was produced for the MOIRA Replacement project. Whilst fit for purpose, it does rely on estimates based, in

1 Steer Davies Gleave’s Rapid Growth Study (2007/08) identified urban PTE areas as an area where there had been sustained growth in rail demand over a number of years (exceeding PDFH based forecasts) and recommended further research into understanding of this growth and of rail demand within these areas. MVA have subsequently undertaken research on behalf of the PDFC looking at demand on regional flows.

2 Several recent PDFC research projects have deliberately excluded PTE areas since the limitations on available demand data would not enable the required analysis to be undertaken.

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many cases, on the assumption that demand on PTE tickets is distributed in a similar way to certain categories of point-point journeys within PTE areas as recorded in LENNON.

1.7 The PDFC believes there would be value in having a more detailed and robust representation of rail demand in and around PTE areas. This would include greater certainty of the number of rail journeys made using PTE period products and a more accurate O-D matrix; by product, covering all products available within PTE areas and, where applicable, the surrounding area3; ideally also split by journey purpose, with commuting and other trips separated as a minimum.

Study Objectives

1.8 The PDFC have developed a scope of work for this research with two phases:

I Phase 1: Identification of all data sources which could potentially be used to provide a better translation of PTE ticket sales into rail demand, including surveys and count data.

I Phase 24: Develop efficient generic procedures to convert PTE ticket sales to demand data which is compatible with other data such as LENNON.

1.9 The overall objective of Phase 1 is to identify, for each PTE area, all data sources which could help develop a more comprehensive understanding of rail demand, with a particular focus on the usage of PTE tickets. To this end this Phase will identify data that could potentially be used to help convert total revenue from PTE tickets into an accurate representation of rail demand resulting from these products, including origins, destinations, volumes, journey purposes and, where possible, time of day.

1.10 It was not envisaged that this phase will provide, as an output, a detailed methodology for using the data sources to produce rail demand. However as part of our reporting we have assessed, for each PTE area, the “capability” of the data to be used for this purpose i.e. is there sufficient data to improve on the current methodology used in the MOIRA Replacement project.

This Report

1.11 The rest of this report is structured as follows:

I Chapter 2 discusses the nature of rail ticketing in the major urban areas and the major stakeholders;

I Chapter 3 focuses on rail revenue by area/product, describing the settlement processes used in each case and what is recorded in LENNON;

I Chapter 4 describes the available data on rail patronage that could be used to understand the patterns of travel - rail journeys and revenue;

I Chapter 5 sets out our findings from this scoping study.

3 In some cases add-ons or through tickets are available from outside the PTE areas to any station within it.

4 To be agreed by the study steering group following completion of Phase 1

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2 Rail Ticketing in Major Urban Areas

Introduction

2.1 This chapter discusses the nature of rail ticketing in major urban areas and identifies the major stakeholders.

Major Urban Areas

2.2 The geographical coverage of the scoping study includes the six English PTE areas as well as the Strathclyde Partnership for Transport (SPT). For the purposes of the remainder of this report, “PTEs” will be taken to include the Strathclyde Partnership for Transport. We have spoken to representatives of the PTEs and the TOCs that operate rail services through those areas.

FIGURE 2.1 MAJOR URBAN AREAS

Stakeholder Interviews

2.3 We undertook a programme of visits and interviews with the transport authorities and the regional TOCs. The stakeholder interviews are listed in the table below and notes of the meetings are included in Appendix A.

2.4 It is understood that some other TOCs do carry a significant number of passengers on particular flows and we spoke to Virgin West Coast, Arriva Cross Country, East Coast Trains, Arriva Trains Wales and East Midlands Trains. These discussions largely confirmed the findings of the stakeholder interviews.

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TABLE 2.1 STAKEHOLDER INTERVIEWS

Organisation Date Attendees

GMPTE5 3rd March Andrew Davies

Bob Woolvin, Steve Magner

WYPTE (Metro) 7th March Andrew Davies

John Keady, James Nutter

SYPTE 8th March David Shilton

Morris Shapiro

NEXUS 10th March Duncan Edmondson

Andrew Walker, Neill Davy, Nic Cheetham

Merseytravel 4th March Andrew Davies

Paul Johnson, David Jones, Peter Smith and Huw Jenkins

CENTRO 4th March David Shilton

John Bird, Daniel Pass, Paul Cobain, Paula Higgins (also David Crockett and Steve Grice of Halcrow)

Strathclyde Partnership for Transport (SPT)

3rd March Duncan Edmondson

Michael Milne, Denis Sweeney

London Midland 4th March David Shilton

Bob Haywood-Lister

Northern Rail 23rd February

Andrew Davies/David Shilton

Ronnie McDonald

First Transpennine 3rd March Andrew Davies

Darren Higgins

Merseyrail 4th March Andrew Davies

David Print, Kate Halewood

ScotRail 2nd March Duncan Edmondson

Claire Dickie

CrossCountry 15th March Dave Shilton

Pete Mason (by phone)

East Coast 17th March Dave Shilton

Malcolm Knight (by phone)

West Coast 18th March Dave Shilton

5 From 1st April 2011 GMPTE is known by its new name Transport for Greater Manchester (TfGM). For consistency the name GMPTE is used throughout this report.

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Organisation Date Attendees

Ian Coles (regrettably unable to participate due to information “lockdown” prior to refranchising)

Arriva Trains Wales 1st April Andrew Davies

Derek Thompson (by phone)

Tickets and Products

2.5 The most common portfolio of tickets allowing use of rail in PTE areas consists of a multi-modal ticket and a rail only product, both available on all rail services for periods from one day to a year. These are typically both available for the whole of the PTE area, and for various combinations of zones within it. In addition there are usually off-peak variants of these products, often valid only for a day, and sometimes only for the whole study area. In some cases there are arrangements in place for travel from stations outside the PTE boundary.

2.6 The multi-modal products involve inter-operator agreements and are usually governed by panels representing the participating operators, with day to day management by the PTE. The rail only products are usually managed by a lead TOC but are often promoted alongside the multi-modal products by the PTE.

2.7 These products may be supplemented by others specific to each area. In addition there are concessions, the most important of which is the English National Concession Travel Pass Scheme (ENCTS), providing free bus travel for Senior Citizens and the Disabled, which is often extended to include rail within the PTE boundaries at off-peak times (all day for the Disabled).

2.8 The following sections describe the products available in each area.

Greater Manchester

2.9 There is a wide range of products available in Greater Manchester which cover bus, train and tram travel. The multi-modal season ticket product available on all modes is the Countycard but it is also possible to get a rail only season ticket called Traincard that allows travel by train anywhere in Greater Manchester.

2.10 Traincards area available in weekly, monthly or annual forms for the whole Greater Manchester area and can be purchased at all staffed train stations with weekly ones from conductors on trains. The Countycard (weekly, monthly, annual) is additionally valid on bus services within Greater Manchester and can be purchased from GMPTE Travelshops as well as stations.

2.11 The rail only off-peak day product is the Rail Ranger which comes in a day version and an evening version. The Rail Ranger allows unlimited travel after 9:30 on weekdays and all day on weekends and public holidays. The Evening Rail Ranger allows unlimited travel after 6:30pm. The Rail Ranger can be purchased at rail stations or on the train if the station booking office is closed.

2.12 There are combined Metrolink/Train single/return tickets which combine rail and tram travel in one ticket and can be purchased from stations or tram stops.

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2.13 The DaySaver is an off-peak one day product which comes in two modal combinations: train + bus and train + tram. It is valid for travel after 9:30am on rail (all day for bus) on weekdays and all day weekends for travel throughout Greater Manchester. It can be purchased at stations, on train and in the case of the train + bus version, on buses and in the train + tram version at tram stops.

FIGURE 2.2 GREATER MANCHESTER RAIL NETWORK

2.14 There is also a Wayfarer product which is a one day product covering Greater Manchester and parts of Cheshire, Derbyshire, Lancashire, Staffordshire and the Peak District. This is valid after 9:30am on weekdays (all day on bus) and all day at weekends and can be purchased for a group (up to 4 persons) as well as for adults.

Merseyside

2.15 The multi-modal season ticket product in Merseyside is Trio. This allows unlimited use of train, bus, and ferries within Merseyside as a whole. There is also a rail only season ticket promoted by Merseytravel called Railpass. These products are available for various area and zonal combinations and are valid for a week, month or year at any time of the day. Prices are based on the number of areas/zones, that you travel through (see the map below) with two zones in the same area equating to one area e.g. if you area travelling from West Kirby in B2 to Moorfields in C1 you travel through two zones in Area B (B2 and B1) and one zone in Area C (C1) so you need a “1 Area + 1 Zone” ticket.

2.16 If your journey starts or finishes in zones F (Ormskirk), G1 (Ellesmere Port) or G2 (Chester) then you must purchase a Railpass ticket as no Trio ticket is available.

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FIGURE 2.3 MERSEYTRAVEL ZONES

2.17 For both Trio and Railpass products there is a Young person variant which is for people aged 5-15, or aged 16-17 if they are in full-time education, training or work-based learning6. These are available on a weekly basis or for a term.

2.18 There is also an annual off-peak, all zones version of the Trio which is valid for travel from Monday to Friday at any time (except for journeys starting between 6:31am and 9:29am and between 4:01pm and 5:59pm) and all day at weekends and on public holidays.

2.19 Railpass tickets are sold at all staffed stations on the Merseyrail network with Trio’s being available at Merseytravel Travel Centres and main post offices in addition to rail stations.

2.20 The one-day off-peak product is called a Saveaway which is valid on buses , trains and ferries in Merseyside after 9:30am on weekdays and all day on weekends and public holidays. Saveaways are available on a zonal basis, see map below, and can be bought for areas A,B,C or D individually and then for All Areas. In addition travel is rail only in areas F and G.

6 People aged 16-17 can only use a young person’s ticket for journeys to or from school of for other educational purposes.

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FIGURE 2.4 MERSEYSIDE: SAVEAWAY ZONES

South Yorkshire

2.21 The multi-modal product in South Yorkshire is TravelMaster. This allows unlimited use of train, bus, and tram (where available) within South Yorkshire as a whole, or, at a lower price, in one of the four districts making up the county (Sheffield, Doncaster, Rotherham and Barnsley). The rail network is shown in Figure 2.5. TravelMaster is available for daily, weekly, 28 day and annual periods. There is also a monthly direct debit option, and weekly or 28 day reduced price options for 16 to 19-year-olds and 19 to 21-year-olds - these options are for South Yorkshire as a whole. At District level there is a student version, available on a term by term basis from specific further education colleges.

2.22 These products are available from staffed stations, or one of the seven PTE information centres (the direct debit option is only available through the PTE).

2.23 There is also a one-day off-peak ticket called the South Yorkshire Day Tripper. This is available throughout the county on trains scheduled to depart from 0930 weekdays, any time at weekend/bank holidays, and any time on bus and tram. Although branded separately, it is part of the multi-modal multi-operator TravelMaster family and settled as part of the same scheme. In addition to staffed stations and PTE information centres it can be purchased on bus or tram.

2.24 The other members of the TravelMaster family, both available only in countywide versions, are an off-peak weekly ticket available after 0900 weekdays, and available to the low-income or unemployed, and the New Deal TravelMaster in weekly or 28 day versions which is only available through a New Deal provider.

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FIGURE 2.5 SOUTH YORKSHIRE RAIL NETWORK

2.25 The equivalent rail only ticket is RailMaster which provides unlimited use of train and tram through all of South Yorkshire but is only available as a monthly ticket through staffed stations. RailMaster is managed by Northern Rail as lead operator and is valid on all rail operators within the county (Northern, TPE, Cross-Country Trains and East Midlands Trains).

2.26 The ENCTS scheme is available on trains for journeys within South Yorkshire after 0930 (any time for the Disabled).

2.27 There are two other concessionary schemes in which rail participates for which no compensation is payable. The first is the Mega Travel Pass which offers half fares to 11 to 15-year-olds and which is used by rail to establish qualification for the normal child fare, so there is no revenue impact. The second is the 16 to 18 student pass for which there is a local agreement with Northern rail to allow half-price travel within South Yorkshire without compensation.

Strathclyde

2.28 The most important product in the Strathclyde area is the ZoneCard. This allows unlimited travel on rail, bus, ferry and Subway services within the chosen zones within a subset of the total SPT area. The zone structure is a function of the wide range of travel patterns and bus operators in the area and is very complex. The user chooses to travel within between 2 and 12 (or all) zones out of a total of approximately 70, as shown in Figure 2.3.

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FIGURE 2.6 ZONECARD ZONE STRUCTURE

2.29 ZoneCards can be purchased for periods of 1, 4 or 10 weeks (strictly Sunday to Saturday) or a year. They are available from staffed ScotRail stations, the 6 SPT Travel Centres and Ayr and Kilmarnock bus stations. In addition one or four week cards can be renewed at a small number of additional outlets (newsagents etc) chosen to fill in the geographical gaps in outlets. ScotRail stations are responsible for over 70% of sales. ZoneCard is used for over 7 million rail journeys in the area per annum.

2.30 There are only two other multi-modal products which are not retailed by ScotRail and allow travel on rail services in the SPT area, together these account for only a few thousand trips per period. Both are off-peak day tickets valid after 9am Mondays to Fridays and weekends.

I The Roundabout ticket is valid in a smaller area around Glasgow and only on rail and Subway services, as shown in Figure 2.4. It is available from ScotRail staff at stations or on train and the SPT Travel Centres.

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FIGURE 2.7 ROUNDABOUT TICKET AREA

I The Daytripper ticket is valid across the whole SPT area for travel by all rail and Subway services and most bus and ferry services in the Strathclyde area. It is aimed at families and is valid for either 1 or 2 adults with up to 2 or 4 children respectively. It is available from staffed rail stations, SPT travel centres or Online. The ticket takes the form of a scratchcard with the user scratching off the date of validity.

2.31 Concessionary travel is only available for OAPs using the national smartcard. A small charge is payable on rail services, a flat rate (60p single, £1 return) is payable for distances below 10 miles and a half price rate for longer journeys.

Tyne and Wear

2.32 The multi-modal season ticket in Tyne and Wear is the Network One Travel Ticket. Rail makes up a very small part of the network in this area, only 7 stations, in addition to bus operators, the Metro and the Shields Ferry. This is administered by a third party organisation, NTL. Travel Tickets are available for 1, 2 or all of the 5 zones covering the Tyne and Wear area (as shown in Figure 2.8 below) and for 1, 4 or 52 weeks validity. Different products are available for Students, New Deal and Newcastle United season ticket holders.

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FIGURE 2.8 TRAVEL TICKET ZONES

2.33 Travel tickets can be purchased from Nexus’s 12 Travel Centres and the longer durations can be renewed online.

2.34 The daily equivalent of a Travel Ticket is the DayRover, this is valid for all zones and can be purchased on buses and at Metro stations in addition to the Travel Centres.

2.35 There are also two other multi-modal daily tickets available. The Explorer North East ticket is also administered by NTL and covers the wider North East area. It is valid on fewer bus services, Metro, Shields Ferry and only on rail between Newcastle and Sunderland. It is only retailed on bus and in Travel Centres. Transfare ticket can be purchased at Metro stations and on bus and are then valid on connecting rail, bus, ferry and Metro modes within a specified time period. Transfare tickets use a similar zone system to travel Tickets, only with 3 rather than 5 zones.

2.36 In addition all Metro tickets are valid on rail services between Newcastle and Sunderland (and Shields Ferry), and National Rail tickets are reciprocally valid on Metro services. Metro tickets have a different, although consistent, three zone system to Travel Tickets. Metro tickets are sold as either single, peak or off-peak DaySavers and MetroSaver 1, 4 or 52 week season tickets. Metro day tickets are

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sold by Metro vending machines, and MetroSaver tickets are only sold at Travel Centres and can be renewed online.

2.37 OAP concessionary tickets are purchased as RSP tickets at 50p per single trip. The concessionary Child Day ticket allows travel on all modes for £1 per day, this ticket is to be transferred to smartcard in the near future, but is currently retailed by rail outlets, at Metro stations and on bus.

West Midlands

2.38 The multimodal ticket available in the West Midlands is branded nnetwork. Prices vary according to the number of rail zones purchased. All versions allow bus travel throughout the metropolitan county, and the Metro is included when at least three zones are purchased. The zonal combinations available are: 1,1-2,1-3,1-4,1-5 and 2-5. Figure 2.4 shows the rail zones.

2.39 The equivalent rail only product is ntrain, which is sold in the same zonal combinations. ntrain is a London Midland product that is promoted alongside nnetwork.

FIGURE 2.9 CENTRO RAIL ZONES

2.40 There are three types of nnetwork ticket: unrestricted, off peak & pre 0930. The last of these was originally brought in for concessionary pass holders but is now available to all (though still mainly purchased by concessionary pass holders).

2.41 Unrestricted nnetwork tickets are available for one, four, 13 or 52 weeks, or monthly by direct debit. There is also a one-day (all zones) version.

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2.42 Add-on rail tickets for nnetwork are available for travel to/from 52 stations outside the county, covering almost all of the stations shown on the map above.

2.43 Off peak versions of nnetwork (all zones) are for 2 weeks or 1 day (Daytripper). Both are restricted to after 0930 weekdays and the two-week version is additionally restricted between 1530 and 1759 on weekdays other than Bank Holiday Mondays.

2.44 Child tickets are all-zones & out-county add-ons are valid here too.

2.45 ntrain tickets are available in unrestricted and pre-0930 (all zones) versions. The unrestricted versions are available from the same period as nnetwork, except that there is no one day ntrain ticket. Instead of add-on rail tickets, through tickets are available from 56 out of county stations to all stations in the West Midlands metropolitan county. These are available in four-week or monthly direct debit options. There is also a first class add-on available in four or five zone versions.

2.46 Sales channels are National Express Travelcard agents, New St Travel Information Centre, staffed stations in area plus some on-line sales & postal direct debit (on-line shortly). All day tickets can be sold on bus. There is a company Travelwise scheme where corporates get nnetwork tickets at 5% discount.

2.47 The West Midlands Day Ranger is an off-peak day rail ticket covering all stations shown on the map above plus Stoke and Crewe. It is available weekdays from 0900 weekdays and all day weekends and Bank Holiday Mondays. It can only be purchased at rail stations.

2.48 The ENCTS concession is available on rail in the West Midlands County area (and to Hednesford), funded by Centro (available only after 0930).

West Yorkshire

2.49 The multimodal ticket available in West Yorkshire is the MetroCard. There is a bus only version of MetroCard and then various rail versions, based on zones, which all include unlimited7 bus travel within West Yorkshire. Prices vary according to the number of rail zones purchased. The map overleaf shows the rail zones with Leeds city station being zone 1. The zonal combinations available are: 1,1-3,1-4,1-5, 2-5 with any journey that goes through Leeds station requiring a combination that includes zone 1. More recently introduced have been two rail only MetroCards that allow rail travel between Harrogate/Skipton and West Yorkshire, 1-5+6 (Harrogate)8 and 1-5+7 (Skipton)9, which do not include bus travel in either West or North Yorkshire.

7 Except Nightrider and special bus services e.g. football and concert specials and some school contract services

8 Unlimited train travel from Harrogate, rail zone 6, to and from West Yorkshire rail zones 1 to 5

9 Unlimited train travel from Skipton, rail zone 7, to and from West Yorkshire rail zones 1-5

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FIGURE 2.10 WEST YORKSHIRE ZONES

2.50 The Metrocard comes in weekly, quarterly and annual options and can be purchased from all staffed rail stations in West Yorkshire and at bus stations. In addition weekly and monthly MetroCards can be purchased at Post Offices. There are a few other types of MetroCards that are valid for rail travel:

I Student10 Plus MetroCard: Available to anybody under 22 and mature students over 22 in full-time education,

I Corporate MetroCard: Scheme offering up to 15% off the regular price of a MetroCard to employees of participating companies, and

10 There is a School Plus MetroCard available to young persons aged 5-15 and 16-18 and in full-time education but it is not valid on trains

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I Residential MetroCard: Scheme offering discounted annual MetroCards to residents of new property developments in West Yorkshire, which have the scheme as part of their planning consent.

2.51 West Yorkshire also has a set of DayRover tickets for adults and families11 which are valid after 9:30am Monday to Friday and all day at weekends and public holidays.

Summary

2.52 The table below summarises the various products available in the PTEs and also indicates the TOCs whose services these products would be used on.

TABLE 2.2 SUMMARY OF PRODUCTS AND TOCS AFFECTED

Area Product TOCs

Rail Only Multi-Modal

Greater Manchester Traincard, Rail Ranger

Countycard, DaySaver, Rail/Tram, Wayfarer

Northern, TPE, West Coast, East Midlands Trains, ATW

Merseyside Railpass Trio, Saveaway Merseyrail, Northern, TPE, London Midland, East Midlands Trains, ATW

South Yorkshire RailMaster TravelMaster

Off-peak: South Yorkshire Day Tripper

Northern, TPE, Cross-Country Trains, and East Midlands trains

Strathclyde ZoneCard

Off- Peak: Roundabout, Daytripper

ScotRail (and East Coast and Cross Country )

Tyne & Wear Travel Ticket, DayRover, Transfare

Off-peak: Explorer North East,

(Metro tickets)

Northern Rail

West Midlands ntrain

West Midlands Day Ranger

nnetwork

(includes DayTripper)

London Midland, West Coast, Cross-Country Trains, Chiltern, ATW

West Yorkshire MetroCard, Day Rover Northern Rail, TPE, East Coast, Cross-Country

11 For groups of up to 5 people (maximum of two adults)

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2.53 Understanding travel patterns and representing volumes and revenue in matrices requires information on revenue and patronage. The former is easier to track through the mechanisms by which TOCs receive their revenues on these products. The next two chapters deal with the settlement (revenue) and patronage side respectively.

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3 Revenue Settlement

Introduction

3.1 This chapter describes the settlement process used in the different urban areas and for the different products available. It particularly focuses on the extent to which revenue is identified within LENNON, where it is identified, and the level of detail.

3.2 Our discussions with stakeholders confirmed that the mechanism for allocating revenue due to National Rail operators differs in the different geographical areas and also by product.

3.3 There are two main routes by which revenue from sales of multi-modal and rail only zonal products reach TOCs:

I Apportionment entirely within LENNON - this is usually the case for rail only products, but may also be used for some multi-modal products, e.g. rail + tram;

I Apportionment outside LENNON, usually by the PTE acting on behalf of a multi-operator partnership - this is the case for most multi-modal products.

3.4 In both cases, if the sale is through a station, on-train, or otherwise sold through an RSP ticketing system (as is the case for some PTE sales of rail only products), then the sale will be recorded in LENNON with an I-code12 destination representing a zone or combination of zones, and sometimes other attributes of the product such as period of validity, though the latter should also be reflected in the CTOT code. Issues and gross receipts will be recorded, and journeys and passenger miles derived from these using the normal journey factors by CTOT.

Apportionment within LENNON

3.5 Where apportionment is undertaken within LENNON, there may be a private settlement outpayment to a third party, e.g. the tram operator in a rail + tram ticket, so net receipts will be a little lower than gross receipts in this case. More typically for a rail only product, gross receipts and net receipts will be identical.

3.6 The “I-code" will have an associated set of allocations to TOCs, which will be applied to net receipts and appear as TOC earnings in LENNON. Operating journeys and passenger miles will be generated in the usual way.

3.7 So, where apportionment is undertaken within LENNON there is complete information on total receipts, earnings and volume, though still without specific information on origin13 and destination, other than the constraints implied by the zonal combinations purchased, the level of detail on which depends on how the I- code has been set up.

12 the code may start with another letter, e.g. G810 for a Centro unrestricted one day, all zones, nnetwork ticket

13 Sometimes this can be inferred from the issuing point, e.g. if it is a station.

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Apportionment outside LENNON

3.8 Where apportionment is undertaken outside LENNON, gross receipts, passenger journeys and passenger miles will still be available for sales made at stations or otherwise sold through an RSP ticketing system, but this will not be the complete picture as no information will be held on sales through non-RSP outlets. In these cases, there is a private settlement outpayment of 100% of gross receipts recorded in LENNON to the apportioning authority, usually the PTE, so net receipts fall to zero.

3.9 The PTE combines these receipts with those from other channels and apportions the total pot between operators, as described for the different PTEs below. Normally the PTE pays the earnings directly to each TOC.

3.10 It is then up to the TOC how this is accounted for. Most TOCs re-enter the payment into LENNON against a different, HQ (or DSE14) input I-code. As little backup information may be provided by the PTE, this often a single lump sum per period. It is also up to TOCs to input associated volume information. This is often based on an assumed revenue per journey yield, which is seldom updated with the result that volume estimates are extremely unreliable.

3.11 A further complication is that some TOCs account for these earnings outside LENNON, so that they will appear in their profit and loss account, but the information in LENNON is incomplete.

3.12 In summary, when apportionment is undertaken outside LENNON, earnings may not be fully represented within LENNON, where it is it may be a single lump sum against an obscure I-code, and volume information is unreliable. To get a complete picture of revenue requires cooperation from either the PTE, or all TOCs. Having said that, there is in many, if not all, cases, further information from within the PTE that could be used to break down the revenue total. Our feeling from the interviews we conducted was that there was a willingness to share additional information.

3.13 Wherever apportionment is undertaken, there is still the issue of the very limited geographical information derivable from the zonal combinations recorded. This applies to both revenue and volume, as would any further attempt at segmentation e.g. by journey purpose. However, this is the subject of chapter 4 where we look at data sources that would yield more information about patronage. The rest of this chapter looks at the settlement process in each area.

3.14 As part of the production of this report we shared our understanding of how these tickets are processed and recorded in LENNON, detailed above, with Rail Settlement Plan (RSP) to ensure that it largely accords with their understanding.

Greater Manchester

Multi-modal products (Countycard/Day Saver/Wayfarer)

3.15 The apportionment of revenue for travel on the PTE multi-modal products; Countycard and Daysavers is via an operators’ panel, Greater Manchester Travel

14 Director, Sector Evaluation - BR speak for management accounting

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Limited15 (GMTL) whose membership includes all the train, tram and bus companies in Greater Manchester and is managed by GMPTE.

3.16 Countycards have a pre-defined rail/bus allocation. The allocations are defined for each period ticket type and are historic proportions which are unchanged since at least the mid 1990’s. For sales made through rail outlets the non-rail share of each sale is passed to GMTL with the rail share being allocated between TOCs via LENNON. For sales made through Travelshops, GMPTE passes all the sales revenue to GMTL who allocate to the various operators using the same allocation factors.

3.17 Daysavers also have a pre-defined modal split between rail, bus and tram and the process is similar to that used for Countycards. For sales made through rail outlets the non-rail share of each sale is passed to GMTL with the rail share being allocated between TOCs via LENNON. The value of sales made by Metrolink and bus operators are retained by the relevant seller, however GMTL apportions revenue as though it is all sent to them and deducts this from the settlement to those operators. The calculated rail share of those sales is then included in the settlement to the TOCs.

3.18 For Wayfarer tickets, which cover off-peak travel across Greater Manchester and parts of Cheshire, Derbyshire, Lancashire, Staffordshire and the Peak District, there is a travel questionnaire on their reverse, and passengers are encouraged to keep a travel diary and submit it to GMPTE16. A sample of these diaries are used to assess the usage of the products in different geographical locations and on different modes of transport with revenues allocated accordingly.

3.19 GMTL makes payments to Northern Rail and TransPennine Express with Northern Rail reallocating the monies between the other TOCs.

Rail only products: Traincard/RailRanger

3.20 The Traincard and RailRanger product are only available for purchase at staffed railway stations or from conductors on trains and all revenue is contained within LENNON. Our understanding is that earnings are split across the TOCs using a set of fixed allocations.

Metrolink/Train

3.21 For point to point tickets there are defined exit/entry points for the rail network for each origin-destination pair with the rail share allocated via LENNON.

Concessions

3.22 GMPTE pays the TOCs a settlement with regard to the provision of concessionary travel for senior citizens and disabled persons as well as travel by ‘free scholars’ and 16-19 year olds travelling to and from school/college. The payments reflect the number of journeys that were being made in 2005/06 when the concessionaires still paid a concessionary fare with additional trips being deemed to be generated by the introduction of free travel in April 2006.

15 Also referred to as SystemOne

16 In return they are entered into a prize draw to increase the rate of returns

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Merseyside

Multi-modal products: Trio/Saveaway

3.23 The apportionment of revenue for travel on the PTE multi-modal products; Trio, Saveaway and Concessionary travel is managed by Merseytravel on behalf of the operators. Receipts from all operators, bus, train and ferries, are pooled for apportionment. Apportionment is based on continuous survey data designed to estimate passenger boardings and passenger-kilometres by each operator which are converted into a “value of travel”. Payment is made directly to each TOC.

3.24 Merseytravel survey the rail network biannually. This survey consists of counts and interviews at every station in the region for passengers entering and exiting the station. The interviews are conducted in a survey window with surveys at different stations on different days and at different times of day.

Railpass

3.25 Railpass is only available for purchase at railway stations and therefore all revenue is contained within LENNON. Our understanding is that earnings are split across the TOCs using a set of fixed allocations.

Concessions

3.26 The settlement process for Concessionary travel uses a process similar to other multi-modal tickets except that instead of a value of travel a value to be reimbursed is calculated taking into account the estimate of passenger miles as well as a generation factor, levels of fraud and journeys not taken.

South Yorkshire

TravelMaster

3.27 Receipts from all operators, bus, train and tram, are pooled for apportionment as explained below17. Apportionment is based on continuous survey data designed to estimate passenger boardings and passenger-kilometres by each operator. Each journey attracts a boarding fee of 10 pence, and the remaining amount of money is divided pro rata to passenger kilometres by each operator. Operator shares are calculated on a rolling annual basis every four weeks, updated based on the latest survey data. Payment is made directly to each TOC. Further details of the surveys are provided in the next chapter on patronage.

3.28 Operator earnings estimated in this way are aggregated into eight pools:

I four pools each covering the products available for one of the four districts;

I pool for South Yorkshire wide tickets (including Daytripper);

I pool for discounted (e.g. student) countywide TravelMaster tickets;

I pool for Plus bus (no rail);

I pool for Sheffield citywide (no rail).

17 In practice, revenue may be retained by the TOC, who will then receive a net payment for the remainder of their share of the total pool, but when calculating the revenue shares, sales through all channels are considered.

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3.29 Payment is made four weekly, separately for each operator - in the case of rail, by TOC. Supporting information provided to each operator is:

I the total value of each pool (all operators);

I earnings they are getting from each pool;

I how much was from boardings of how much was from passenger kilometres.

RailMaster

3.30 RailMaster is a Northern rail product, set up as a Private Settlement in LENNON to handle the small out-payment to the tram operator, with agreed allocations setup for other TOCs. We are not aware of the basis of the allocations agreed.

Concessions

3.31 The only concession for which compensation is paid is the English National Concession Travel Pass (Seniors and Disabled). Compensation is based on an estimate of the number of passengers per four-week period multiplied by a payment per passenger. The basis of the volume estimates is explained in the next chapter. There is also a separate compensation payment to Northern Rail for cross-boundary trips into West Yorkshire.

Strathclyde

ZoneCard

3.32 The ZoneCard reimbursement is administered by SPT on behalf of the operators and is based on diary surveys undertaken twice a year. Reimbursement factors are agreed at the ZoneCard Forum which includes all of the operators and meets twice a year. Revenue is allocated by applying a farescale to the actual line of route distance of each trip and suitably stratified.

3.33 ScotRail ZoneCard sales are recorded by issuing office and destination codes representing the number of zones purchased. All revenue is allocated to SPT for apportionment. ScotRail then receives an amount each period based on the factor described above and total sales. This is input as an HQ Input on the last Wednesday of the period. The HQ Input includes total revenue, journeys and miles estimates. A small outpayment is made by ScotRail to East Coast and Cross Country.

3.34 The journeys estimate is based on the application of a revenue per issue factor (which now varies year by year) and a journeys per issue factor which is not routinely updated.

Roundabout

3.35 Roundabout tickets are set up as an I-code in LENNON. There is an outpayment of 50p for a child and £1 for an adult ticket to SPT. One journey is generated per issue. There is no back payment for sales at SPT outlets.

Daytripper

3.36 The arrangement for Daytripper tickets is that ScotRail is attributed 75% of the total revenue. In practice ScotRail retains all of the sales revenue it takes and there are HQ inputs reflecting a wash up of the outstanding balance to or from SPT

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several times a year. One journey is generated per issue, so there is a clear under-statement of journeys.

Tyne and Wear

3.37 As far as we are aware the only commercial reimbursement arrangements in place are for the NTL Travel Ticket and DayRover products. This is undertaken by NTL using the Continuous Monitoring Survey (ConMon) administered by Nexus, for this purpose and for concessionary reimbursement. We understand that this revenue appears as a periodical HQ input for Northern Rail.

3.38 We are not aware of any reimbursement for the Explorer North East ticket also administered by NTL. Transfare revenue is retained by those selling the ticket, which does not include Northern Rail. There is no reimbursement for use of Metro tickets between Newcastle and Sunderland, possibly because of the reciprocal arrangement.

3.39 Concessionary reimbursement is also based on the output from the ConMon survey for bus and Metro operators, but we believe that there is a fixed arrangement with Northern Rail.

West Midlands

nnetwork

3.40 All nnetwork sales revenue is paid to Centro. In the case of sales of nnetwork tickets made at rail stations Centro receive all revenue generated by these sales from ATOC for each 4 weekly period in one lump sum. Sales revenue through rail outlets is set up in LENNON as a 100% outpayment to Centro (set up as an I-code which would show gross receipts in full and net receipts of zero – in fact there are 32 different codes of form Gxxx representing different combinations of zones, periods of validity and product).

3.41 Centro then breakdown this revenue by the agreed apportionment levels between bus, rail and Metro. There are 48 factors for this purpose, varying between product type, zonal validity, period of validity, and sometimes “status” (adult/child/family/scholar). These factors have not changed for some time – certainly not since the London Midland franchise commenced and their origins are obscure, although believed to be based on the original survey information.

3.42 Once Centro have ascertained the rail element it is then distributed to each individual rail operator, applying allocations provided by ATOC. London Midland commented that they don’t get much supporting information – “zero” - and there is no breakdown by product, though this should be available via Centro given the apportionment process described above. London Midland receive revenue approximately 6 weeks after period end. Includes nDaytripper. They record payment received in LENNON as a DSE input.

3.43 Centro do not provide any journeys information, but London Midlands DSE input contains an estimate of journeys derived by assuming an average yield, though this dates back to the Central Trains franchise, since when the assumed yield has remained constant in nominal terms, which is likely to mean that journeys are

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overstated. So revenue in LENNON is as accurate as the apportionment factors, but journeys are entirely meaningless.

ntrain & West Midlands Day Ranger

3.44 ntrain sales are all recorded in LENNON, though still to I-code destinations (for each zone combination), and recording an issuing point (which can be non-rail) as the origin. Most of Centro's ntrain sales and a large proportion of the overall market (approx 40% of revenue) are issued through the direct debit scheme or corporate scheme, and in these cases there is no rail related origin point. Ntrain is also sold at the New St Travel Information Centre, and online by Centro, but unlike nnetwork, not at National Express outlets. All Centro sales have origin Birmingham BR 0418.

3.45 Allocation to TOCs is by one of two methods:

I All-zones ntrain sold at rail stations – allocated using ORCATS to Birmingham BR;

I All other tickets including all-zones sold at non-rail outlets and origin Birmingham BR: agreed allocations in LENNON – not known where these come from

3.46 Day Ranger revenue is apportioned using agreed allocations between participating TOCs. These allocations are being revised at the moment as a result of Virgin Trains joining the scheme – this is being done by a LENNON desk exercise based on main flows.

Concessions

3.47 London Midland receive a fixed compensation payment each period – this has not changed for a long time - Centro argued that usage is going down over time so they maintain a fixed payment in nominal terms.

3.48 London Midland have recently contacted Centro to establish the number of journeys associated with this payment and have been advised an average yield of £0.85 per journey. This has been derived from a Centro model.

West Yorkshire

Multi-modal products: MetroCard/DayRover

3.49 The apportionment of revenue for travel on the PTE multi-modal products; MetroCard and DayRovers is administered by Metro on behalf of the West Yorkshire Ticketing Company Limited (TICCO) whose membership includes all the train and bus companies in West Yorkshire.

3.50 Receipts from all operators, bus and trains, are pooled for apportionment. Apportionment is based on continuous survey data designed to estimate passenger boardings and passenger-kilometres by each operator which are converted into a “value of travel”. Payment is made directly to each TOC on a periodic basis.

Concessions

3.51 Concessionary travel on trains is allowed in the off-peak at a cost of 50p per journey. Reimbursement on concessionary travel is also based on the output from the survey process with payments made to the TOCs.

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Summary

3.52 The discussion in this chapter reinforces the view put forward earlier in this report that it is possible to identify all earnings to TOCs from travel on PTE products although the level of disaggregation that this can be done i.e. product varies. The identification can be done using information from LENNON (with appropriate interpretation) but in some cases will also require information from TOCs or PTEs that is not included in LENNON either where TOCs do not record all earnings in LENNON or the PTE does not provide the necessary disaggregation of the settlement to allow identification of the different ticket types (or the TOC does not use this breakdown in its LENNON inputs).

3.53 Some specific points can be made:

I In order to build up a picture of “all-TOCs” earnings from PTE products it is necessary to either source this from the PTE (the most comprehensive source) or interrogate LENNON at the earnings level by TOC

This is the level at which the TOCs, in most cases, input settlements, normally under “HQ Input” (sometimes referred to as DSE input);

With appropriate interpretation, provided by the TOCs, of the relevant HQ Input codes it is possible to understand for each PTE the earnings to TOCs

In some cases PTE payments to a TOC recorded as HQ Input are not separated by product. This depends on a) the detailed breakdown by product provided to the TOC and b) the level at which the TOC inputs the earnings into LENNON.

Some TOCs do not record their earnings from PTE products within LENNON and it is entered into their accounts as a non-LENNON item – this can only be provided by the TOC concerned.

I There are a number of different methods for settlement of earnings from PTE tickets to TOCs

For rail only tickets in most cases settlement is entirely through RSP to affected operators either through ORCATS or agreed fixed allocations

For multi-modal products, in most cases, all sales are pooled and then apportioned to relevant operators (bus, train, tram, ferry – depending on area and product). This apportionment process is either undertaken by a group comprised of the various operators themselves which is normally managed or administered by the PTE. In some cases a share of the sales are passed from the rail operator to the PTE.

In some cases a single TOC operates as a clearing house for settlements to all TOCs

I Any journey information in LENNON associated with private settlements from PTE products need to be treated with caution. The settlement process in most cases is valid for revenue but journeys, if such information is provided at all, will often be an estimate or in extreme cases a notional value.

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4 Understanding Travel Patterns

Introduction

4.1 As described in the previous chapter it is possible, albeit through piecing together information from LENNON supplemented by data from TOCs and PTEs, to reconcile the level of sales and earnings to National Rail from PTE products. It is more difficult to identify the volume of travel on such tickets and moreover where it takes place especially on rail vs non-rail modes and the geographical distribution of travel. It is this latter requirement that is crucial to understand if existing methods are to be improved.

4.2 The multi-modal products even if the sales have been reflected in LENNON have been excluded from matrices as they do not have a “destination.” The MOIRA Replacement project produced a matrix by using the distribution to each destination for each origin that was present in the underlying LENNON data for an appropriate ticket type. What has been missing is a comprehensive understanding of the level and pattern of journeys.

4.3 Relating to the information in LENNON we have identified the following issues:

I Private settlements to TOCs do not come (in many cases) with a number of journeys and so these have to be estimated (or not) in LENNON earnings.

In some cases the journeys estimate in LENNON has been estimated by the TOC and so there is an issue of consistency of what journey factors are used by different TOCs for the same product

I As many products are zonal the actual destination of the trips is not known (hence the assumption used in the MOIRA Replacement work that the distribution was the same as point to point tickets)

I For rail only products that are settled through RSP then there is a consistent estimate of journeys calculated using journey factors however there remains the issue of the distribution of the journeys across the rail network

4.4 The rest of this chapter looks at the available data in each area that could potentially support a better understanding of travel patterns and therefore a matrix.

Greater Manchester

4.5 In Greater Manchester there is a Continuous Passenger Sampling (CPS) survey which is primarily used to support the allocation of the bus shares of multi-modal tickets. Further investigation of the survey methodology and scope would need to be undertaken in order to determine whether this survey would help inform the origin and destination of rail journeys on the multi-modal tickets – Countycards and Daysavers.

4.6 For the Wayfarer product the process for allocation of revenue is based on a sample of travel diaries that are returned by passengers. An analysis of these

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travel diaries would assist greatly in understanding the actual journeys made on these tickets.

4.7 For Metrolink add-on tickets as there are designated entry/exit points with the rail network and if these points are identified from LENNON then it would be possible to create an origin and destination for the rail leg of the journey.

4.8 The Greater Manchester Transport Unit (GMTU)18 undertakes annual counts at each station within the PTE area. This is done mid-week each November for the AM peak (07:30-09:30) and off-peak (09:30-13:30) and time series counts exist from 1991 through to 2009.

Merseyside

4.9 A key component to the apportionment process for multi-modal tickets in Merseyside is the biannual survey of counts and interviews at every station in the region for passengers entering and exiting the station.

4.10 From the description of the survey-based apportionment system it should be possible to derive operating journey estimates by TOC based on the estimates of journeys that are generated as part of the apportionment process. Similarly, passenger miles are generated by the apportionment process. Therefore, at a minimum, these could be useful for volume estimates to accompany the revenue settlements to national rail for each product. There is also a historic time series for the passenger journeys and mileage data, back to 1997/98, although it is noted that there would be a major break point in 2004/05 when the Railpass product was introduced.

4.11 The surveys potentially contain a lot of valuable disaggregate information. Surveys are undertaken for every mode with the requirement to accurately estimate boardings and passenger-mileage by line of service (Northern, Wirral and City). Samples are drawn from a number of time periods – weekdays are divided into six time periods (pre-peak, am peak, inter-peak, pm-peak (15:00-17:59), pm-peak (18:00-19:59) and post-peak) and weekends. For each passenger intercepted, surveyors record their boarding point, alighting point and ticket type. The interviews are conducted in a survey window with surveys at different stations on different days and at different times of day.

4.12 There is a question as to whether sample sizes are big enough to calculate robust estimates of origin-destination movements but at the same time there is a lot of historic data that could be used to create a bigger overall sample.

4.13 Merseytravel also have a county wide travel survey which is undertaken every other year and records trips in a travel diary complemented by cordon counts

South Yorkshire

TravelMaster

4.14 There are possible improvements to demand information that could be available from the surveys and analysis undertaken for revenue apportionment purposes. All

18 From 1st April 2011 called Greater Manchester Planning, Analysis and Research at www.gmtu.org

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uses of the data discussed below would be subject to permission being granted from the operators’ panel for access to this data.

4.15 It is clear from the description of the survey-based apportionment system described in the previous chapter that it should be possible to derive operating journey estimates by TOC based on the estimates of boardings that are generated as part of the apportionment process. Similarly, passenger miles are generated by the process. Therefore, at a minimum, these could be useful for volume estimates to accompany the revenue HQ input into LENNON. However, there is some concern about a general overstatement of volume estimates from the surveys, which would not affect the shares, but would affect the absolute totals. This is discussed further below

4.16 The surveys potentially contain a lot of valuable disaggregate information. Surveys are undertaken on vehicle for every mode, and as the requirement is accurate estimates of boardings and passenger-kilometres by operator, aiming for pre-specified levels of statistical significance, the sampling fraction will vary by operator. Samples are drawn from a number of time periods – weekdays and Saturdays are divided into six time periods (Early Morning, AM Peak, Inter-Peak, PM Peak, Evening, Late Evening), Sundays are subdivided into four periods (Early Morning, Daytime, Evening, Late Evening).

4.17 For each passenger intercepted, surveyors record their boarding point, alighting point, ticket type and fare paid (if paid on that mode). Note that for journeys involving interchange, only the intercepted leg of the journey will be identified. They also count the number of passengers that they don't survey as under-surveying is an issue in the peak period (e.g. due to crowding) and additional factors are incorporated into the survey calculation to allow for this.

4.18 Survey results are scaled up based on number of vehicles operated compared to the number of vehicles surveyed in each time period. The aim was stated by the PTE as to “sample every journey once a year” - presumably every commuter journey – it is not clear how this statement relates to occasional journeys by those using the one-day products.

4.19 Historic records have been retained, though there have been improvements in the scaling process, so scaled data may not be consistent over time.

4.20 As noted above there is also concern about overstatement in surveys. This is based on comparison with the operator returns and may be under-recording by bus drivers. As the PTE is interested in shares for the apportionment process, resolving this issue is a low priority concern. However it would have to be investigated to consider the implications for the trip totals discussed above.

4.21 However, whatever the process of arriving at the trip totals, the survey provides a considerable amount of origin destination information by ticket type. Some caution is needed due to the stratified sample used, and it is the scaled data that would be most useful. Further investigation of the methodology and sample size would be needed to confirm the viability of segmentation by origin, destination and ticket type.

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4.22 To introduce further segmentations, particularly by journey purpose, would stretch this data further, and would require additional data collection. The PTE is resistant to adding further questions to the survey due to the short time with those available for passengers to be interviewed and the desire to maximise coverage on a particular vehicle.

RailMaster

4.23 As all sales are through rail outlets and recorded in LENNON, there is a record of the number of issues, and hence journey factors can be applied to estimate total journeys. This still leaves the problem of ascertaining origin – destination movements, for which the only source is the survey described above.

Concessions

4.24 Usage of the ENCTS on bus is monitored by the issue of tickets (conductor button pushes on tram) but the decision was taken not to issue tickets for rail to avoid congestion in booking offices so there is no record of usage.

4.25 In principle data from the survey described above could be used to estimate the number of rail passengers on concessions. However, as this is an absolute number rather than a share, it could be subject to over-statement for the reasons set out earlier, so a different methodology is used.

4.26 Prior to the introduction of ENCTS free travel, concessionary travellers paid 40 p per single rail or bus journey in South Yorkshire. So there is known bus and rail base demand prior to the introduction of the scheme. The PTE now estimate rail concessionary journeys by applying the change in journeys for the two largest bus operators for ENCTS claims to the base rail demand from the pre-free travel period.

4.27 Once again, the survey is the only source of information on origin – destination movements.

Summary

4.28 The survey described above would appear to have the potential to provide valuable information on the distribution of trips using zonal products or concessions within the PTE area. The comments about possible overstatement, and that the survey is not used for concession are areas of concern and further investigation of the methodology and sample size would be needed to check the viability of using this data.

Strathclyde

ZoneCard

4.29 In theory the ZoneCard diary survey represents a rich potential source for understanding travel patterns on the ZoneCard product, although it seems to have been under-utilised for this purpose.

4.30 SPT administers the collection of data used to calculate the distribution of revenue to participant operators. Self completion weekly travel diaries are distributed at all sales outlets and returned by passengers directly by post to SPT. The objective is to issue a diary to all purchasers of ZoneCard in advance of each survey week

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(two weeks a year, in the Spring and Autumn). Operators with less than 30 returned diaries receive specific on-vehicle surveys. 15,000 diaries are circulated to outlets, around 5,000 are actually distributed and 1,000 – 1,500 returned. Respondents are incentivised by a £7.50 voucher off future purchases.

4.31 Diaries returned are coded by SPT. This process is audited by DW Lees & Co Ltd. Dr Stephen Tagg is commissioned to statistically analyse the collected data and produce a revenue allocation for all operators. Revenue is allocated pro rata to the actual line of route distance of each trip, as calculated by SPT’s GIS by applying the Maximum Permitted Regional Farescale. Dr Tagg has the data for a number of years stored in a database.

4.32 A small amount of additional analysis of this data set has been undertaken in the past for specific purposes. In theory, any further analysis would require the agreement of the ZoneCard Forum. One example is that ScotRail use a set of factors to attribute the total period journeys by service group. These factors are historical, but were based on analysis of the ZoneCard survey. In theory this could include a journey purpose split, as that information is collected in the diary survey. It is worth noting that all outputs from the survey are in terms of shares of the overall revenue pot, rather than absolute values.

Roundabout

4.33 No additional information is available on use of the Roundabout ticket, although LENNON will provide revenue and journeys by issuing office for those tickets sold by ScotRail.

Daytripper

4.34 Daytripper tickets are sold as scratchcards and recorded in LENNON in batches. It may be possible to trace sales by station, although this is not currently done.

Tyne and Wear

4.35 Reimbursement for Travel Tickets and DayRover is based on output from the Continuous Monitoring Survey (ConMon). This is administered by NEXUS, on NTL and Concessionary Travel’s behalf. The survey takes place for 4 days every 4 week period and covers approximately 1% of all trips. There are approximately 16,000 interviews per year on Northern Rail services. Surveys on Northern Rail services also included whole train counts to facilitate survey expansion. Sample sizes are small so periods’ outputs are pooled every 3 or 6 months. Accuracy is estimated at +/- 7-8% for bus trips, and is likely to be similar for rail. Dr David Holmes from Southampton University helps with the design of the survey and undertakes an annual audit – a role he also undertakes for GMPTE.

4.36 Total journeys on National Rail in the area are estimated by the survey at 1.7m, compared with a multi-modal total of 185m.The 1.7m journeys on National Rail services includes those (the majority) originating/terminating their journey outside the NEXUS boundary and those on all ticket types, including those captured in LENNON. An initial estimate of the ‘missing’ journeys is that there are fewer than 100,000 annual trips.

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32

4.37 The survey captures very limited information: origin, destination, ticket type, fare paid and whether interchanging. The hardware used is being updated and there are plans to collect much more information in the future, including attitudinal information, but also journey purpose.

4.38 The ticket types recorded are grouped into the following categories:

I T&W and Non-T&W OAP;

I In-Boundary and Cross-Boundary Single (Adult & Child);

I In-Boundary and Cross-Boundary Return (Adult & Child);

I Transfare (Adult & Child);

I Concessionary Child tickets;

I Rail Season tickets;

I Metro singles, DaySavers and MetroSavers;

I NTL tickets;

I Explorer North East tickets;

I Staff Passes; and

I Fraud.

4.39 The output of the ConMon to NTL is in terms of estimated operated miles and a `value of travel` for NTL passengers, based upon passenger distance applying a figure from a farescale, although journeys can be readily extracted. We understand that there is a single direct payment from NTL to Northern Rail, by period.

4.40 The expanded ConMon database is readily set up to enable analysis to be undertaken. An example is the District Leaders Report 2009/10 for the Intelligence Section at NEXUS, which is the source of the 1.7 million journeys figure quoted above. It would be possible to readily filter this figure by origin-destination and ticket type to provide an annual estimate of journeys wholly within the NEXUS boundary on Concessions, NTL tickets, Transfare and Metro tickets. Permission would be required from NTL to use this analysis. A revenue figure, particularly for the NTL products, would require further co-operation from NTL.

West Midlands

4.41 A considerable amount of data on the level and pattern of rail demand has been collected in the West Midlands for use in the RaDForM model.

4.42 Halcrow have previously created a matrix of passenger journeys between all stations across the West Midlands area for 2007/08 for use in the RaDForM model. This drew on LENNON ticket sales data, Centro 2008 station counts, Centrocard data for sales through non-rail outlets and Centro TIRE data. Halcrow are currently updating this matrix. The underlying methodology is the same as adopted by Steer Davies Gleave for NMF and MOIRA Replacement - i.e. application of trip distributions of trips with identified ODs to trips without - with the addition of the station count data as control totals and the inclusion of ticketless travel (TIRE data).

4.43 There is different degrees of OD representation of PTE demand within LENNON for the PTE products:

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33

I Full OD e,g. point-point tickets

I Partial OD e.g. zonal products sold through rail outlets (nnetwork or ntrain)

I No OD: e.g sales through non-rail channels (again nnetwork or ntrain)

4.44 Centro also have a Rail User Profile survey which was originally conducted in 1995 and last carried out in 2008 which contains information on:

I ticket type by purpose

I frequency of travel by ticket type

I ticket type by age and gender

I purchase point type by purpose

I purchase point type by ticket type

I purchase point type by 66 individual stations

4.45 The purpose segmentation is by weekday commuters, education and other, and Saturdays (non-workers) and ticket-type segmentation is by the main point to point tickets, main nnetwork and ntrain products, and concessionary passes.

4.46 Surveys were conducted at stations in the West Midlands metropolitan area and cover local and long distance rail trips. The sample size is 4,409 which works out to be approximately 60-70 per station.

4.47 Other survey data that are likely to be available for PDFC work.

I Counts for Visum public transport model: Centro undertake regular surveys for their Visum model (also used for PRISM) and have lots of Origin-Destination data but it is unevenly spread as each survey concentrated on a particular area and tend to be cordon counts. The last survey was by Motts in autumn 2007 which covered 38 rail and 4 Metro stations, and included questions on time of travel, true O/D, access/egress, stations used, journey purpose, ticket type, party composition and car availability. Not all stations were covered, but reasonable sample sizes for those that were, from a few hundred to over a thousand, and there were contemporaneous station counts elsewhere

I LM Customer Satisfaction Survey: The survey is carried out four times per year by Future Thinking (formerly Oxford Research). The sample size is approx 5,800 people across the London Midland network in each survey wave (say 40% of this will be within the Centro area). Survey questions include journey origin, destination, ticket type, and journey purpose. The survey only pick-up passengers travelling on London Midland services. London Midland would be happy to give access to the survey data, although Future Thinking may charge to provide more disaggregated data.

4.48 Centro have indicated that they would be happy to provide access to their data sources for the purposes of future work.

West Yorkshire

4.49 Metro and the West Yorkshire Ticketing Company (TICCO) have recently undertaken (autumn 2010) a survey of MetroCard users across the West Yorkshire areas to provide additional evidence for the apportionment process derived from

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multi-modal MetroCards between bus and rail modes. This survey covered a vast majority of the multi-modal MetroCards that are in use but does not look at the split between individual rail operators.

4.50 This survey is used to supplement the continuous on-bus/train surveys that are undertaken which provide greater information on origin and destination of travel. Surveyors work in teams of two and attempt to interview all passengers recording origin and destination and ticket type. The rail sample size is approximately 1% and so would need to be reviewed for purposes of constructing detail origin-destination rail matrices but as historical data exists this could supplement the data set.

4.51 It was indicated that the PTE would make data available for use in further work subject to getting the approval of the operators i.e. TICCO.

Summary

4.52 In general terms this scoping study has identified that, in each of the major urban areas, there is additional survey data that could be potentially used to provide a more detailed representation of travel patterns. However, as they are primarily designed for revenue apportionment, further analysis of the data would need to be undertaken in order to confirm whether the sample sizes were sufficient to be able to develop robust estimates of patronage. As many of these surveys are continuous or at least undertaken on an annual basis a viable option would be to pool surveys to create bigger samples to develop the distributions to apply to the journeys totals.

4.53 There are some other national rail user surveys that could be of use in developing a more detailed understanding of travel patterns which have a benefit of using a common methodology across all areas but also suffer from similar sample size issues as in the user surveys described in the sections above

Other Sources

4.54 There are other data sources that would be worth exploring which are available at a comprehensive national level :

I National Rail Travel Survey (NRTS): This data, which in PTE areas dates from 2004/05, provides a comprehensive source of travel patterns on rail across Great Britain identifying origin and destination, journey purpose and ticket type. The figure below shows the ticket types specified in the NRTS survey questionnaire.

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FIGURE 4.1 NRTS TICKET TYPES

The NRTS survey will not give the PTE products breakdown but it will provide a distribution of all trips, split by seasons and non-seasons (concessionary separate too). Therefore it could be used by adding point-to-point and zonal demand and then distributing by origin-destination with segmentation by purpose as well. It would be necessary to understand the sample sizes associated with journeys within the PTE areas in order to assess the contribution it could make. Permission would have to be sought from the DfT to access this data.

I National Passenger Survey (NPS): We have noted that reports are produced for each of the PTE’s in addition to each TOC. In the course of this study we contacted Passenger Focus to find out more details regarding the sample sizes in the PTE areas. Although small in the individual waves (spring and autumn each year) with a notional target sample size of 500 in each PTE, the samples could be pooled across waves to form bigger samples for analysis of travel patterns. The survey captures a lot of information on passenger journeys including their origin and destination and journey purpose. The details of the ticket type are unlikely to be disaggregate enough to enable the individual ticket types of interest to be identified i.e. different PTE products. The figure below shows the relevant question in the NPS. Although the questionnaire is updated to take account of the main ticket types nationally, it does not cover some local ticket types (unless a passenger mentions their ticket type in the verbatim comments box). The NPS Governance Group consider changes to the questionnaire for each survey and the expansion or alteration of the ticket types could be proposed although this will have to be considered taking into account that the space in the questionnaire is limited.

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FIGURE 4.2 NPS TICKET TYPES

If a way forward could be found to satisfy the need for the ticket type detail in PTE areas this could a good avenue to pursue not least because it will provide a time series of data on a common methodology across all the major urban areas. This could be done generically by separately identifying zonal and multi-modal ticket categories in the national survey.

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5 Summary of Findings

Introduction

5.1 This chapter summarises the findings of this scoping study. In the following sections we indicate the capability of the available data to contribute towards a better representation of the volume and distribution of rail demand in demand and revenue matrices. We also set out some considerations for further work.

Findings

5.2 Given the complex pattern of usage of multi-modal products and arrangements for settling apportionment with TOCs the methodology developed as part of the MOIRA Replacement project, which uses a consistent approach across all PTEs, is a reasonable first order approximation. In some cases e.g. West Midlands we found that the current methodology used by Centro is not dissimilar to that used in MOIRA Replacement. However, the assumption that trips on zonal products have the same distribution as LENNON point-point sales is untested and seems unlikely. Nevertheless, if trips are concentrated on a few (or even one) major attractors, the differences may not be material.

5.3 Rail only products are settled through RSP and so sales receipts are fully represented in LENNON. Multi-modal products may also be sold through RSP outlets and gross receipts for these sales will be in LENNON. However, these products are also sold through non-RSP outlets and settlement is usually through the PTE, so quantification of total gross sales receipts can only come from the PTE or by summation of the payments made to individual TOCs.

5.4 For multi-modal products the sales receipts will generally be passed to the PTE (or other organisation) for apportionment and payment to operators (rail and non-rail). A variation on this is that the TOC retains some sales receipts and this is netted off the final payment.

5.5 Some of these payments are in LENNON as HQ/DSE19 input, though they may be combined with other unrelated lump sum payments, or not there at all as some TOCs hold these payments in their P&L as a non-LENNON item.

5.6 Total volume data tends to be good for rail only products, but there is no information on journeys sold through non-rail outlets. PTEs may have some of this information but it is not usually reported to TOCs. TOCs may assume an average yield to estimate journeys or rely on train counts.

5.7 The data within LENNON is at three levels:

I Point to point sales that are fully represented on an O-D basis

I Zonal products (sold through RSP outlets): Represented in LENNON sales data – but not included in standard MOIRA matrix as there is no geographic destination. and

19 RSP refer to this as “Authorised Input”

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38

I Zonal products (Sold through non-RSP outlets): These will generally be multi-modal sales and will only appear in LENNON if the TOC records as HQ/DSE input.

5.8 The table below summarises the characteristics for typical products available across PTE areas.

FIGURE 5.1 TYPICAL CHARACTERISTICS FOR PRODUCT TYPES IN PTE AREAS

Summary of Data Capability

5.9 Table 5.1 overleaf sets out for each area a summary of the key identified data sources for each area in terms of:

I Revenue: Indicates what data is required to build up a full picture of total TOC earnings on PTE products (not necessarily segmented at this stage).

I Patronage: This is the equivalent information on total volume

I Surveys: What other surveys have been identified that could assist in developing a better representation of the volume and distribution of demand on multi-modal products and rail only zonal products. In some cases there would need to be a further assessment made as to whether the sample sizes are sufficient

5.10 We also include in the table:

I Value: This provides an indicative high level estimate of the amount of National Rail revenue associated with travel on PTE products in these areas. The bands are S (<£2.5m), M (£2.5m-£10m) and L (>£10m);

I Data Capability: An indicative assessment as to whether the data identified is sufficient to consider its use to support a more detailed understanding of travel patterns. Also potentially to develop an enhanced representation within a rail matrix over and above the existing method used in MOIRA2; and

I Risks: Identification of key risks that might affect the ability to create a more comprehensive matrix. These risks generally relate to the

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understanding of volumes on a flow basis as this work would require user surveys with relatively small sample sizes. As this report suggests it is well within the capability of the data identified to develop a comprehensive understanding of national rail revenues.

5.11 In summary the decision to pursue further work in each area would need to reflect a consideration of the value of such an exercise as well as the capability of the data and the risks associated with its use.

TABLE 5.1 SUMMARY OF DATA BY PTE AREA

Area Data Value

(Ind)

Data Capability

Risks

Greater Manchester

Revenue: LENNON and PTE or TOCs.

Patronage: LENNON, TOC counts (Northern, TPE)

Surveys: Station surveys

L Good Availability of survey data on Countycard and Daysaver products

Merseyside Revenue: LENNON and PTE or TOCs.

Patronage: LENNON, TOC counts (Merseyrail, Northern , TPE)

Surveys: Bi-annual station survey

L Good Sample size of station surveys

South Yorkshire

Revenue: LENNON and PTE or TOCs.

Patronage: LENNON, Train counts (Northern)

Surveys: Continuous surveys for apportionment

M Good Sample size of continuous surveys

Strathclyde Revenue: LENNON and PTE or TOCs.

Patronage: LENNON, Train counts (ScotRail)

Surveys: ZoneCard diary

L Good (for ZoneCard)

Sample size of ZoneCard diary surveys

Tyne & Wear

Revenue: LENNON and PTE or TOCs.

Patronage: LENNON, TOC train counts (Northern)

Surveys: Continuous Monitoring Survey

S Good Sample size of ConMon survey.

West Midlands

Revenue: LENNON and PTE or TOCs.

Patronage: LENNON, Trip Matrix created for RaDForM, station counts

Surveys: Rail User Profile, Visum survey, LM CSS

L Good Sample size of surveys

West Yorkshire

Revenue: LENNON and PTE or TOCs.

Patronage: LENNON, TOC train counts (Northern, TPE)

Surveys: MetroCard User Survey, On-train surveys undertaken by TICCO, TIF cordon counts (Leeds station)

L Good Sample size of on-train surveys

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5.12 In a number of areas there exists additional data on patronage, as listed in Table 5.1, that could be used to be a more detailed understanding of:

I Volumes of travel on rail using multi-modal tickets, and

I Patterns of travel on rail using multi-modal tickets e.g. MetroCard user survey in West Yorkshire

However the varying levels of disaggregation of the data available means that a bespoke methodology would have to be developed for each area.

5.13 In most cases the stakeholders have indicated that the additional data identified could be made available for use in further work subject to obtaining approval from relevant operators. There is most sensitivity regarding earnings data and although this would need to be collected at operator level there are provisions that could be put in place to protect this confidentiality as only a National Rail estimate would need to be included in a matrix.

5.14 Although we note that there is “good” potential to improve the understanding of travel patterns on national rail in all of the areas considered there may be merit in considering identifying a prioritisation list of areas. This could be based on considering where the data is available and sufficiently detailed and the volumes involved (or percentage of overall rail travel in those areas) on PTE products is highest. This approach is supported by the fact that each area will need a be-spoke methodology and lessons could be learned from the development of a methodology for one area that could be used in subsequent areas.

Phase 1 - Scoping

Appendix A

APPENDIX

A

STAKEHOLDER INTERVIEWS

Phase 1 - ScopingPhase 1 - Scoping

Appendix A

A1 STAKEHOLDER INTERVIEWS

A1.1 The notes of the stakeholder meetings are available upon request to the PDF Scheme manager.

Phase 1 - Scoping

Appendix B

APPENDIX

B

PTE PRODUCT DESCRIPTION

Phase 1 - ScopingPhase 1 - Scoping

Appendix B

B1 PTE PRODUCT DESCRIPTION

B1.1 This Appendix sets out a detailed description of the various products that are available in the major areas considered in this study.

Owner Steer Davies Gleave

Project 22364601 - Research on PTE Tickets

Version 0.1

Sheet GMPTE Products

Greater Manchester: GMPTE

Sales Channel

Product Variant Price Coverage Restrictions Station On-trainPTE Travelshop

On Bus Tram Stop Settlement RSP

Rail Ranger

Rail Ranger Standard £4.40 Unlimited travel after 9:30am weekday and all day weekends/bank holidays Y Y - - -

Evening £2.20 Unlimited travel after 6:30pm Y Y - - -

TraincardTraincard Weekly £24.50 Y Y - - -

Monthly £83.00 Y - - - -Annual £787.00 Y - - - -

CountycardCountycard Weekly £30.20 Y - Y - -

Monthly £95.00 Y - Y - -Annual £950.00 Y - Y - -

DaySaver Off-PeakDaySaver Off-Peak

All modes £7.00 Y - - Y Y

Train + Bus £5.50 Y - - Y -Tram + Train £6.50 Y - - - Y

Combined Metrolink/RailCombined Metrolink/Rail

Single/Return Various Combined tickets are cheaper during off-peak times. Y Y - - Y

Daily As DaySaver Y - - Y Y

Weekly/Monthly Various Y - - - -

WayfarerWayfarer Adult £10.00 Y - Y - -

Group (up to 4 persons) £20.00 Y - Y - -

Concession (Children under 16 and adults aged 60 and over)

£5.00 Y - Y - -

Concessions

Concessions Child (5-16) Half Adult fare

Can get Child versions of Rail Ranger, Wayfarer and rail seson tickets for generally half the adult fare. If travelling with an addult can pay "accompanied train travel" fare which is lower than the child half fare

As per specific tickets above

Disabled (English National Concessionary Pass)

- - Y - -

Senior (English National Concessionary Pass)

- - Y - -

END

All sales at stations will appear in the Gross ticket sales. Settlement to TOCs from PTE appear as a HQ input if they enter into LENNON otherwise will appear in their P&L.

Revenue share arrangment. TOC pay a share of sales at station and vice versa for sales at PTE outlets

All sales at stations will appear in the Gross ticket sales. Settlement to TOCs from PTE appear as a HQ input if they enter into LENNON otherwise will appear in their P&L.

Revenue share arrangment. TOC pay a share of sales at station and vice versa for sales at PTE outlets

All of Gt Manchester. Includes free travel on Metrolink in city centre

All travel within Gt Manchester None

All travel within Gt Manchester Can be used from 9:30 on weekdays and all weekend/public holidays

None

All revenue is retained by the TOC as it is only valid on rail.

All revenue is retained by the TOC as it is only valid on rail.

All sales and revenue will appear in LENNON

All sales and revenue will appear in LENNON

All sales at stations will appear in the Gross ticket sales. Settlement to TOCs from PTE appear as a HQ input if they enter into

Revenue share arrangment. TOC pay a share of sales at station and vice versa for sales at PTE outlets

Settlement to TOCs from PTE appear as a HQ input if they enter into LENNON otherwise will appear in their P&L.

Leisure day tickets that let you travel anywhere on Metrolink trams, buses and trains in Greater Manchester, and parts of Cheshire, Derbyshire, Lancashire, Staffordshire, West Yorkshire and the Peak District.

Used for train travel after 9:30am Monday-Friday and at weekends and on public holidays

For Disabled/Senior travel a settlement is made to the operators.

Settlement to TOCs from PTE appear as a HQ input if they enter into LENNON otherwise will appear in their P&L.

As per specific tickets above

Free travel within Gt Manchester after 9:30am Monday-Friday and all day weekends and public holidays. Before 9:30am pay half the current standard fare.

All travel within Gt ManchesterFree/Half fare

For use on trains and buses across Gt Manchester and Metrolink in city centre

All sales to GMPTE who calculate settlements based on surveys

PTE Products Descriptions v0.3 \ GMPTE Products 14:17 16/05/2011

Owner Steer Davies Gleave

Project 22364601 - Research on PTE Tickets

Version 0.1

Sheet Merseytravel Products

Merseyside

Sales Channel

Product Variant Price Coverage Restrictions Station On-trainPTE Travelshop

Other Settlement RSP

RailpassAdult Weekly £13.10 None Y - - -

Adult Monthly £45.90 None Y - - -

Adult Term Time £93.90Can be used Monday-Friday until 8pm during term-time only. Holder must be in full-time education, training or work-based learning

Y (selected) - - -

Adult Annual £459 None Y (selected) - - -

Young Person - Weekly £6.60A Young Person is defined as 5-15 or aged 16-17 if they are in full-time education, training or work-based learning. Young Persons aged 16 to 17 can use this ticket for journeys to or from school or for other educational purposes.

Y - - -

Young Person - Term Time £62.80 As Adult Term Time Y - - -

Adult Weekly £16.40 None Y - - -

Adult Monthly £57.30 None Y - - -

Adult Term Time £119.10 Can be used Monday-Friday until 8pm during term-time only. Holder must be in full-time education, training or work-based learning

Y (selected) - - -

Adult Annual £573 None Y (selected) - - -

Young Person - Weekly £8.70 A Young Person is defined as 5-15 or aged 16-17 if they are in full-time education, training or work-based learning. Young Persons aged 16 to 17 can use this ticket for journeys to or from

Y - - -

Young Person - Term Time £78.60 As Adult Term Time Y - - -

Adult Weekly £20.80 None Y - - -

Adult Monthly £71.60 None Y - - -

Adult Term Time £148.00Can be used Monday-Friday until 8pm during term-time only. Holder must be in full-time education, training or work-based learning

Y (selected) - - -

Adult Annual £716 None Y (selected) - - -

Young Person - Weekly £10.40A Young Person is defined as 5-15 or aged 16-17 if they are in full-time education, training or work-based learning. Young Persons aged 16 to 17 can use this ticket for journeys to or from school or for other educational purposes.

Y - - -

Young Person - Term Time £98.80 As Adult Term Time Y - - -

Adult Weekly £26.70 None Y - - -Adult Monthly £92.90 None Y - - -Adult Term Time £193.30 Can be used Monday-Friday until 8pm during term-time only. Holder must be in full-time

education, training or work-based learningY (selected) - - -

Adult Annual £929 None Y (selected) - - -

Young Person - Weekly £13.10A Young Person is defined as 5-15 or aged 16-17 if they are in full-time education, training or work-based learning. Young Persons aged 16 to 17 can use this ticket for journeys to or from school or for other educational purposes.

Y - - -

Young Person - Term Time £129.40 As Adult Term Time Y - - -

TrioAdult Weekly £15.30 None Y - Y Main Post Office

Adult Monthly £54.10 None Y - Y Main Post Office

Adult Term Time £110.30Can be used Monday-Friday until 8pm during term-time only. Holder must be in full-time education, training or work-based learning

Y (selected) - Y Main Post Office

Adult Annual £541 None Y (selected) - Y Main Post Office

Young Person - Weekly £7.70A Young Person is defined as 5-15 or aged 16-17 if they are in full-time education, training or work-based learning. Young Persons aged 16 to 17 can use this ticket for journeys to or from school or for other educational purposes.

Y - Y Main Post Office

Young Person - Term Time £73.70 As Adult Term Time Y - Y Main Post Office

Adult Weekly £19.10 None Y - Y Main Post Office

Adult Monthly £67.70 None Y - Y Main Post Office

Adult Term Time £140.40 Can be used Monday-Friday until 8pm during term-time only. Holder must be in full-time education, training or work-based learning

Y (selected) - Y Main Post Office

Adult Annual £677 None Y (selected) - Y Main Post Office

Young Person - Weekly £10.40 A Young Person is defined as 5-15 or aged 16-17 if they are in full-time education, training or work-based learning. Young Persons aged 16 to 17 can use this ticket for journeys to or from

Y - Y Main Post Office

Young Person - Term Time £92.90 As Adult Term Time Y - Y Main Post Office

Adult Weekly £24.50 None Y - Y Main Post Office

Adult Monthly £84.10 None Y - Y Main Post Office

Adult Term Time £174.70Can be used Monday-Friday until 8pm during term-time only. Holder must be in full-time education, training or work-based learning

Y (selected) - Y Main Post Office

Adult Annual £841 None Y (selected) - Y Main Post Office

Young Person - Weekly £12.10A Young Person is defined as 5-15 or aged 16-17 if they are in full-time education, training or work-based learning. Young Persons aged 16 to 17 can use this ticket for journeys to or from school or for other educational purposes.

Y - Y Main Post Office

Young Person - Term Time £116.90 As Adult Term Time Y - Y Main Post Office

Adult Weekly £31.70 None Y - Y Main Post OfficeAdult Monthly £109.70 None Y - Y Main Post OfficeAdult Term Time £227.10 Can be used Monday-Friday until 8pm during term-time only. Holder must be in full-time

education, training or work-based learningY (selected) - Y Main Post Office

Adult Annual £1,097 None Y (selected) - Y Main Post Office

Adult Annual Off-Peak £374.40Can be used at any time except Monday-Friday for journeys starting between 6:31am and 9:29am and between 4.01pm and 5.59pm.

Y - Y Main Post Office

Young Person - Weekly £15.80A Young Person is defined as 5-15 or aged 16-17 if they are in full-time education, training or work-based learning. Young Persons aged 16 to 17 can use this ticket for journeys to or from school or for other educational purposes.

Y - Y Main Post Office

Young Person - Term Time £151.80 As Adult Term Time Y - Y Main Post Office

SaveawayAdult £3.40 Y - Y Library/Corner Shops

Child £2.00 Y - Y Library/Corner Shops

Adult £4.60 Y - Y Library/Corner Shops

Child £2.40 Y - Y Library/Corner Shops

Concession

Older Persons (Merseytravel Local Travel Pass)

Can be used at off-peak times which is defined as: Saturdays, Sundays and Bank Holidays - anytime and Mondays to Fridays - anytime except journeys starting between 6:31am and 9:29am

- - Y Post Office

Disability (Merseyside National Travel Pass)

None - - Y Post Office

END

1 Zone 1 Zone within an Area

2 Zones or 1 Area 2 Zones within an Area or a whole Area

3 Zones or 1 Area + 1 Zone

3 Zones or 1 Area + 1 Zone

Can be used at off-peak times which is defined as: Saturdays, Sundays and Bank Holidays - anytime and Mondays to Fridays - anytime except journeys starting between 6:31am and 9:29am

All rail services as far as Chester, Ellesmere Port and Ormskirk

All Zones All Zones

1 Area (A, B, C or D)

All AreasWhole of Mersyside and by rail as far as Chester, Ellesmere Port and Ormskirk

1 Zone

3 Zones or 1 Area + 1 Zone

2 Zones or 1 Area

All Zones

1 Zone within an Area (If journeys start or finish in zones F, G1 or G2 then must buy a Railpass ticket)

2 Zones within an Area or a whole Area (If journeys start or finish in zones F, G1 or G2 then must buy a Railpass ticket)

3 Zones or 1 Area + 1 Zone (If journeys start or finish in zones F, G1 or G2 then must buy a Railpass ticket)

All Zones (If journeys start or finish in zones F, G1 or G2 then must buy a Railpass ticket)

All retained by TOCs. Agreed allocations between operators

All sales will appear in RSP

All ticket sales passed to Merseytavel who calculate settlements to train, bus and other operators based on surveys.

All ticket sales passed to Merseytavel who calculate settlements to train, bus and other operators based on surveys.

Operators are paid a settlement for Concessionary travel

Settlements paid to TOCs who either record it as an HQ input in LENNON or do not enter into LENNON and include in P&L drectly.

Settlements paid to TOCs who either record it as an HQ input in LENNON or do not enter into LENNON and include in P&L drectly.

Settlements paid to TOCs who either record it as an HQ input in LENNON or do not enter into LENNON and include in P&L drectly.

PTE Products Descriptions v0.3 \ Merseytravel Products 14:18 16/05/2011

Owner Steer Davies Gleave

Project 22364601 - Research on PTE Tickets

Version 0.1

Sheet SYPTE Products

South Yorkshire: SYPTE

Sales Channel

Product Variant Price Coverage RestrictionsStaffed Station

On-trainPTE Travelshop

On Bus Tram Stop Settlement RSP

TravelMaster

Day £ 7.20 Y - Y - -

Weekly £ 23.20 Y - Y - -28 Day £ 83.70 Y - Y - -Monthly Direct £ 86.90 - - Direct Debit - -Annual £ 920.70 Y - Y - -

Weekly 16-19 £ 12.40 Y - Y - -28 Day 16-19 £ 43.70 Y - Y - -Weekly 19-21 £ 15.20 Y - Y - -28 Day 19-21 £ 52.00 Y - Y - -

Off-peak Weekly £ 15.20 After 0900 weekdaysNew Deal Weekly £ 15.20 ?New Deal 28 Day £ 54.00 ?

Weekly £ 21.00 Y - Y - -28 Day £ 74.70 Y - Y - -Annual £ 798.00 Y - Y - -

Weekly £ 17.10 Y - Y - -

28 Day £ 60.80 Y - Y - -Annual £ 630.00 Y - Y - -

(one district) Term £ 153.00 Any one District Unlimited use of train bus & tramSouth Yorkshire Day Tripper Day £ 6.00 All of South Yorkshire

Trains scheduled to depart from 0930 weekdays, any time weekend/bank holidays. Any time on bus and tram

Y Y Y Y On tram As TravelMaster (South Yorks) - part of the TravelMaster familyAs TravelMaster (South Yorks) - one HQ input for all TM products

RailMasterRailMaster Month £ 63.50 All of South Yorkshire Unlimited use of train & tram Y - - - - All revenue is retained by the TOC as it is only valid on rail. All sales and revenue will appear in LENNON

Concessions

All of South Yorkshire After 0930 (any time for the Disabled) - - Y - -Compensation calculated by PTEs using bespoke method based on pre-free travel volumes of Mr pro rata to changes +40

END

Available from specific FE colleges (not Universities)

Available to low income or unemployed

Available from New Deal provider

English National Concession Travel Pass

TravelMaster (Doncaster, Rotherham or Barnsley

One District: Doncaster, Rotherham or Barnsley

Unlimited use of train & bus As TravelMaster (South Yorks) As TravelMaster (South Yorks) - one HQ input for all TM products

TravelMaster (South Yorks)

Survey used to estimate boardings and passenger-km for each operator on a rolling annual basis, updated 4-weekly. Operators get 10p/boarding and remaining pot is split pro-rata to pkm. [? TOC retains station sales and PTE pays balance of share to TOC each period ?]

All raiil sales (RSP) will appear in Gross ticket sales. Net receipts are zero as whole ticket-price is deducted as a Private Settlement. This, together with sales through other channels, is allocated by the PTE to operators and settlement to TOCs from PTE may appear as a HQ input, or may be accounted for outside LENNON (e.g. CrossCountry).

All of South Yorkshire

Sheffield District Unlimited use of train bus & tram As TravelMaster (South Yorks) As TravelMaster (South Yorks) - one HQ input for all TM products

TravelMaster (Sheffield)

Unlimited use of train bus & tram

PTE Products Descriptions v0.3 \ SYPTE Products 14:19 16/05/2011

Owner Steer Davies Gleave

Project 22364601 - Research on PTE Tickets

Version 0.1

Sheet SPT Products

Strathclyde: Strathclyde Passenger Transport

Sales Channel

Product Variant Price Coverage Restrictions Station On-trainPTE Travel centres

Bus stations On Bus OnlineOther outlets

Settlement RSP

Zonecard

1 week £16.50-£59.40 Y N YAyr &

KilmarnockN N Renewal only

4 weeks £59.40-£213.50 Y N YAyr &

KilmarnockN N Renewal only

10 weeks £140.00-£504.00 Y N YAyr &

KilmarnockN N N

1 year £643.00-£2313.00 Y N YAyr &

KilmarnockN N N

Roundabout

Roundabout Day £5.60Inner suburban Glasgow rail lines and Subway

After 9am Mon-Fri and weekend rail and Subway Y Y Y N N N NOutpayment of £1 per ticket to SPT. No back-settlement of revenue for sales at SPT outlets

Sales and Earnings against HQ Inputs

DaytripperDay - 1 adult + 2 children

£10.20 Y N Y N N Y N

Day - 2 adults + 4 children

£18.20 Y N Y N N Y N

END

Zonecard

Daytripper Whole SPT area After 9am Mon-Fri and weekend rail and Subway, plus most buses and some ferries

Revenue share arrangment. ScotRail allocated 75% of total revenue. ScotRail retains sales revenue, 'wash up' of balance a few times a year

Sales at stations appear as aggregate sales and earnings. Settlement to/from SPT appear as a HQ input.

2 to 13 zone combinations within slightly reduced SPT boundary

Unlimited use of rail, bus, Subway and ferry

All revenue is allocated to TOC as an outpayment. Rail share calculated from diary survey undertaken twice a year and agreed by Zonecard Forum. Settlement is paid to ScotRail every period, who pay on a small amount to East Coast and Cross Country

All sales at stations will appear in the Gross ticket sales. Settlement to ScotRail from SPT and equivalent jnys and miles appears as a HQ input every period.

PTE Products Descriptions v0.3 \ SPT Products 14:20 16/05/2011

Owner Steer Davies Gleave

Project 22364601 - Research on PTE Tickets

Version 0.1

Sheet NEXUS Products

Tyne & Wear: NEXUS

Sales Channel

Product Variant Price Coverage Restrictions Station On-trainPTE Travel centres

Metro stations

On Bus Online/Post Settlement RSP

DayRover

DayRover Day £6.50 adult, £3.50 junior T&W area Unlimited use of rail, most bus, Metro and Shields ferry N N Y Y Y NRevenue allocation undertaken by NTL, using NEXUS continuing monitoring survey

Single settlement covering all tickets by period

Travelticket

1 week £16.00-£22.00 N N Y N N N

4 weeks £56.00-£77.00 N N Y N N Y52 weeks £610-£840 N N Y N N Y

Explorer North East

Explorer North East Day £8.00-£16.00 North East RegionValid on most bus, Metro, Shields Ferry, rail services between Newcastle and Sunderland after 9am, at weekends and in Summer holidays

N N Y N Y NIdentified in NEXUS continuing monitoring survey, but not aware of any reimbursement

None

Transfare

Transfare Day £2.10-£3.60 Three zones based on NTL zones above Connecting bus, rail, Metro and ferry services within appropriate zones with 90 mins N N N Y Y N Revenue kept by retailer None

Metro Single

Metro Single Day £1.50 - £3.00 Metro zone system and Shields FerryValid on Metro, Shields Ferry and rail services between Newcastle and Sunderland within appropriate zones

N N N Y N NIdentified in NEXUS continuing monitoring survey, but not aware of any reimbursement

None

Metro DaySaver

Day Peak £2.50-£4.80Valid on all Metro, Shields Ferry and rail services between Newcastle and Sunderland within appropriate zones

N N N Y N N

Day Off-Peak £2.10-£4.00Valid on Metro, Shields Ferry and rail services between Newcastle and Sunderland within appropriate zones after 9am and at weekends

N N N Y N N

MetroSaver

1 week £9.00-£18.00 N N Y N N Renewals

4 weeks £33.00-£61.00 N N Y N N Renewals52 weeks £475.00 N N Y N N Renewals

Concessions

OAP Concessions Day 50p per single trip Throughout T&W All modes, but this applies just to rail Y Y N N N NPart of concessionary travel reimbursement agreement

All concessionary sales at stations will appear as sales. Concessionary settlement appear as a HQ input.

Child Day Ticket Day £1.00 Throughout T&W All modes Y Y N Y Y NPart of concessionary travel reimbursement agreement

All concessionary sales at stations will appear as sales. Concessionary settlement appear as a HQ input.

END

Identified in NEXUS continuing monitoring survey, but not aware of any reimbursement

Identified in NEXUS continuing monitoring survey, but not aware of any reimbursement

None

NoneMetroSaver Metro zone system and Shields FerryValid on Metro, Shields Ferry and rail services between Newcastle and Sunderland within appropriate zones

Metro DaySaver Metro zone system and Shields Ferry

Travelticket Five zones covering T&W areaUnlimited use of rail, most bus, Metro and Shields ferry within appropriate zones. Equivalents for Students, New Deal and NUFC season ticket holders

Revenue allocation undertaken by NTL, using NEXUS continuing monitoring survey

Single settlement covering all tickets by period

PTE Products Descriptions v0.3 \ NEXUS Products 14:21 16/05/2011

Owner Steer Davies Gleave

Project 22364601 - Research on PTE Tickets

Version 0.1

Sheet Centro Products

West Midlands: Centro

Sales Channel

Product Variant Price Coverage RestrictionsStaffed Station

On-trainPTE Travelshop

OnlineNX W Mids Tcd & Info Centres

On Bus Tram Stop Settlement RSP

nnetwork

Day £ 6.80 Y - Y Y Y -

Weekly £ 26.00 Y - Y Y - -4 week £ 87.50 Y - Y Y Y - -Monthly Direct £ 77.00 - - Direct Debit - -13 week £ 265.00 Y - Y Y Y - -Annual £ 930.00 Y - Y Y Y - -

4 week pre 0930 £ 43.75 Y - Y Y - -Monthly Direct pre 0930 £ 38.50 - - Direct Debit - -52 week pre 0930 £ 465.00 Y - Y Y - -

2 weeks off-peak £ 20.70 0930-1529 & 1800 onwards weekdays plus all day weekends & BH Mons Y - Y Y Y - - daytripper £ 5.50 0930 onwards weekdays plus all day weekends & BH Mons Y - Y - Y Y Y 4 week 6 groups Y - Y ? - - -

Monthly Direct 6 groups - - Direct Debit - - - -Weekly £ 24.50 Y - Y Y - -4 week £ 83.00 Y - Y Y - -Monthly Direct £ 72.00 - - Direct Debit - -13 week £ 245.00 Y - Y Y Y - -Annual £ 865.00 Y - Y Y Y - -Weekly £ 23.00 Y - Y Y - -4 week £ 77.00 Y - Y Y - -Monthly Direct £ 67.50 - - Direct Debit - -13 week £ 226.00 Y - Y Y Y - -Annual £ 810.00 Y - Y Y Y - -Weekly £ 20.30 Y - Y Y - -4 week £ 68.50 Y - Y Y - -Monthly Direct £ 59.50 - - Direct Debit - -13 week £ 208.00 Y - Y Y Y - -Annual £ 720.00 Y - Y Y Y - -Weekly £ 20.30 Y - Y Y - -4 week £ 68.50 Y - Y Y - -Monthly Direct £ 59.50 - - Direct Debit - -13 week £ 208.00 Y - Y Y Y - -Annual £ 720.00 Y - Y Y Y - -

ntrainntrain (all zones)

WeeklyAll of West Midlands Unlimited use of train

Y - Y Y - -

4 week Y - Y Y Y - -Monthly Direct - - Direct Debit - -13 week Y - Y Y Y - -Annual Y - Y Y Y - -

4 week pre 0930 Y - Y Y - -Monthly Direct pre 0930 - - Direct Debit - -52 week pre 0930 Y - Y Y - -4 week Y - Y ? - - -

Monthly Direct - - Direct Debit - - - -Weekly Y - Y Y - -4 week Y - Y Y - -Monthly Direct - - Direct Debit - -13 week Y - Y Y Y - -Annual Y - Y Y Y - -Weekly Y - Y Y - -4 week Y - Y Y - -Monthly Direct - - Direct Debit - -13 week Y - Y Y Y - -Annual Y - Y Y Y - -Weekly Y - Y Y - -4 week Y - Y Y - -Monthly Direct - - Direct Debit - -13 week Y - Y Y Y - -Annual Y - Y Y Y - -Weekly Y - Y Y - -4 week Y - Y Y - -Monthly Direct - - Direct Debit - -13 week Y - Y Y Y - -Annual Y - Y Y Y - -

West Midlands Day Ranger

West Midlands Day Ranger

Day £ 20.00 Wide area covering the West Nidlands

Weekdays from 0900 and all day at weekends & Bank Hol Mons Y - - - - - -

ConcessionsAll of WM Met area After 0930 (any time for the Disabled) - - Y - - - -

END

Rail sales receipts are paid to Centro who apply factors by product, period of validity and zonal combination to calculate mode shares. Centro then pay each operator, splitting rail element using factors provided by ATOC

All raiil sales (RSP) will appear in Gross ticket sales. Net receipts are zero as whole ticket-price is deducted as a Private Settlement. This, together with sales through other channels, is allocated by the PTE to operators and settlement to TOCs from PTE may appear as a HQ input, or may be accounted for outside LENNON (e.g. CrossCountry).

nnetwork (zones 1-4)

Rail zones 1-4 Unlimited use of train in zones 1-4 and bus & metro throughout Met area As for all zones nnetwork As for all zones nnetwork

Allocated in LENNON as point-point flows to Birmingham BR

Unlimited use of train bus & metro

Train, bus & metro before 0930 weekdays

Add-on tickets 52 stations outside the WM Met. Area

Use of train to boundary of WM Met area

nnetwork (all zones)

All of West Midlands

As for all zones nnetwork

As for all zones nnetwork As for all zones nnetwork

nnetwork (zones 1-2)

Rail zones 1-2 Unlimited use of train in specified zones and bus throughout Met area - no metro As for all zones nnetwork As for all zones nnetwork

nnetwork (zones 1-3) - same prices apply to zones 2-5

Rail zones 1-3 or 2-5 Unlimited use of train in specified zones and bus & metro throughout Met area

Train before 0930 weekdays

nnetwork (zone1)

Rail zone 1 Unlimited use of train in zone 1 and bus throughout Met area - no metro As for all zones nnetwork

Out of county ntrain

56 stations outside the WM Met. Area

From specified station to any station in WM Met area Allocated in LENNON as point-point flows to Birmingham BR

ntrain (zones 1-4)

Rail zones 1-4 Unlimited use of train in zones 1-4 As for all zones ntrain As for all zones ntrain

ntrain (zones 1-3) - same prices apply to zones 2-5

Rail zones 1-3 or 2-5 Unlimited use of train in specified zones As for all zones ntrain As for all zones ntrain

As for all zones ntrain

ntrain (zones 1-2)

Rail zones 1-2 Unlimited use of train in specified zones As for all zones ntrain As for all zones ntrain

English National Concession Travel Pass

ntrain (zone1) Rail zone 1 Unlimited use of train in zone 1 As for all zones ntrain

PTE Products Descriptions v0.3 \ Centro Products 14:20 16/05/2011

Owner Steer Davies Gleave

Project 22364601 - Research on PTE Tickets

Version 0.1

Sheet WYPTE Products

West Yorkshire: METRO

Sales Channel

Product Variant Price Coverage Restrictions Station On-trainTravel Centres/Bus Stations

Post Office Settlement RSP

MetroCardWeekly £23.00 Y - Y Y

Monthly £88.00 Y - Y Y

Quaterly £260.00 Y - Y -

Annual £907.00 Y - Y -

Weekly £27.50 Y - Y Y

Monthly £104.00 Y - Y Y

Quaterly £306.00 Y - Y -

Annual £1,067.00 Y - Y -

Weekly £32.50 Y - Y Y

Monthly £122.00 Y - Y Y

Quaterly £365.00 Y - Y -

Annual £1,280.00 Y - Y -

Weekly £36.00 Y - - -

Monthly £138.50 Y - - -

Quaterly £415.50 Y - - -

Annual £1,442.00 Y - - -

Weekly £41.50 Y - - -

Monthly £161.00 Y - - -

Quaterly £484.00 Y - - -

Annual £1,679.00 Y - - -

Weekly £22.80 Y - Y Y

Monthly £86.00 Y - Y Y

Quaterly £254.00 Y - Y -

Annual £900.00 Y - Y -

Student Plus MetroCardWeekly £18.30 Y - Y Y

Monthly £67.50 Y - Y Y

DayRoverFamily DayRover £9.50 Y - Y Most Post Offices

Adult Train and Bus DayRover £6.60 Y - Y Most Post Offices

Adult Train DayRover £5.70 Y (selected) - Y Most Post Offices

Child Train DayRover £2.85 Y (selected) - Y Most Post Offices

West Yorkshire Concessionary Train DayRover

£2.85 Y - Y Most Post Offices

Concession

Senior Pass (English National Concession Travel Pass)

- - Y Y

Disabled Person's Pass

- - Y Y

Blind Person's Pass Free None - - Y Y

END

Bus & Rail (rail zones 1-3)

Train travel between any of the rail stations in zones 1-3

All sales are passed to TICCO who calculate settlements to all operators

Settlements paid to TOCs who either record it as an HQ input in LENNON or do not enter into LENNON and include in P&L drectly.

Operators are paid a settlement for Concessionary travel

Settlements paid to TOCs who either record it as an HQ input in LENNON or do not enter into LENNON and include in P&L drectly.

Bus & Rail (rail zones 1-4)

Train travel between any of the rail stations in zones 1-4

Bus & Rail (rail zones 1-5)

Train travel between any of the rail stations in zones 1-5

Bus & Rail (rail zones 2-5)

Train travel between any of the rail stations in zones 2-5 i.e. not via Leeds station

Valid across all West Yorkshire. If travelling on cross-boundary service the cost covers travel to last stop within the West Yorkshire boundary.

All West Yorkshire Valid across all West YorkshireAll ticket sales passed to TICCO who calculate settlements to train & bus operators based on surveys.

Settlements paid to TOCs who either record it as an HQ input in LENNON or do not enter into LENNON and include in P&L drectly.

All ticket sales passed to TICCO who calculate settlements to train & bus operators based on surveys.

Settlements paid to TOCs who either record it as an HQ input in LENNON or do not enter into LENNON and include in P&L drectly.

Bus & Rail (rail zones 1-5 + 6)

Train travel to/from Harrogate (zone 6) and between any of the rail stations in zones 1-5

Bus & Rail (rail zones 1-5 + 7)

Train travel to/from Skipton (zone 7) and between any of the rail stations in zones 1-5

Bus & Rail (rail zones 1-5)

All bus travel and all train journeys within rail zones 1-5

None

Unlimited except for special bus services. Available to anyone under 22 and mature students over 22 in full-time education

Valid after 9:30am Monday-Friday and all day at weekends and public holidays

£0.50 per journey

Valid for travel at off-peak times which is defined as: Saturdays, Sundays and Bank Holidays - anytime and Mondays to Fridays - anytime except before 9:30am

None

None

None

None

None

PTE Products Descriptions v0.3 \ WYPTE Products 14:19 16/05/2011

\\sdgworld.net\Data\London\Projects\223\6\46\01\Work\03 Reporting\PTETicketResearch (Phase 1) v4.1.docx

Control Sheet

CONTROL SHEET

Project/Proposal Name Research on Ticketing in Major Urban Areas

Document Title Phase 1 - Scoping

Client Contract/Project No. Click here to enter text.

SDG Project/Proposal No. 22364601

ISSUE HISTORY

Issue No. Date Details

1.0

2.1

3.0

4.0

21/3/2011

1/4/2011

7/4/2011

16/5/2011

Draft report to client

Working draft incl Exec Summary

Final Draft to client

Final version

REVIEW

Originator Andrew Davies

Other Contributors David Shilton, Duncan Edmondson

Review by: Print David Shilton

Sign

DISTRIBUTION

Client: PDFC

Steer Davies Gleave: