Annual Report 2013 Annual Report 2013 3 Presentation Despite budgetary difficulties and the current context of an economic downturn, 2013 has been a year with a strong impulse towards a more efficient and sustainable mobil- ity. We have managed to approve a new Infrastructure Master Plan, formalize a new Programme Contract with the State and commence a contract award process for the T-Mobility project, as the future system for access by citizens to mobility services. These three basic instruments provide the framework for the management of the resources assigned to public passenger transport. It has also been necessary to deal with restoring the financial position of public trans- port – which had accumulated an important debt – through the Metropolitan Pact for Public Transport between the founding administrations of the ATM, which was signed in March 2014. We have therefore laid the foundations that will let us continue to maintain and improve mobility, so that, aside from the reasonable expectation of a more favourable economic environment in the coming years, the execution of the planned investments and the viability of current and future services are assured. Public transport is, and will continue to be, one of the essential pillars of the welfare state. And it is for this reason that, as well as an improvement in services and an unwavering commitment to quality, we have to ensure that everyone has access to it. The social fares we have been promoting in recent years are a good example of this. At present, one in every four users of the ATM accesses public transport with some type of discounted ticket or travel pass, in line with our intention that nobody be excluded from the system. The activity of the ATM, with the support of the policies and actions carried out by each of the administrations in the consortium, contributes clearly to creating a healthier, more sustainable and more social mobility scenario. Santi Vila i Vicente Regional Minister for Territory and Sustainability Chair of the Metropolitan Transport Authority 4 The ATM has continued to develop successfully its instruments for the financing and planning of public transport infrastructures and services in the Barcelona area: the Pro- gramme Contract, the Infrastructures Master Plan and the Mobility Master Plan. 2013 has also been a year of continuity in the management of fare integration, technological systems, the tram network, international projection and the rest of the services of the ATM. But this year two new projects have been especially relevant: on the one hand, the preparation of a plan to restore the finances of the system, which had accumulated a debt of 546 million euros at the end of 2013, and on the other hand, the technologi- cal project involving a change in model for the fare system in Catalonia, T-Mobility, a public-private partnership programme currently up for contract using the competitive dialogue procedure. Demand for the system has stabilized at around 900 million journeys, thanks to the increase in road transport, which has offset the slight decline in rail passengers. The notable increase in the use of discounted travel cards during 2013 validates the social fare strategy that we have been defining in recent years and forces us to continue striv- ing for and improving a policy of discounts that tends to achieve greater social equity. Thanks to the drive of the administrations and the collaboration of public transport operators, we hope to continue achieving improvements in mobility for the citizens of the Barcelona area. Josep Anton Grau i Reinés General Director Metropolitan Transport Authority 5 Index of the report for 2013 1 Presentation of the Consortium 06 The ATM consortium 07 Governing, advisory and consultation bodies 08 Organizational structure of the ATM 10 2 Actions in the financial year 2013 11 Infrastructure planning 12 Action programmes 12 Main actions in progress 17 RMB Mobility Master Plan 19 Management of the tramway system 22 Diagonal - Baix Llobregat tram 22 Sant Martí - Besòs tram 25 Reduction in accidents 27 Evolution of demand in the tramway system 28 Integrated Fare System 29 Zoning of the Integrated Fare System 29 Range of integrated tickets and fares 32 Sales and use of the Integrated Fare System 35 Intermodality rate 38 Technical actions against fraud 39 T-Mobility Project 40 Financing of the system 42 Other actions 46 Operation aid system 46 SERMETRA, SL 47 External projection 48 3 System statistics 52 TransMet Figures 2013 53 Weekday mobility survey 2013 57 4 Audit Report 69 5 Budget for 2014 119 Note: The annual report in Catalan, Spanish and English and the full audit report can be found at the website www.atm.cat 1 Presentation of the Consortium 7 Presentation of the Consortium The ATM consortium i index The ATM consortium The Metropolitan Transport Authority (Autoritat del Trans- port Metropolità) – ATM – is the territorial mobility authority for the metropolitan area of Barcelona. Its mission is to offer citizens an accessible, sustainable and safe mobility system, through co-operation among the administrations that belong to the consortium. The inherent values of the public administration, namely transparency, responsibility, efficiency and equity, govern the actions of the ATM. The willingness for agreement and collaboration, both among the administrations and with service companies and organizations, mean that dialogue and reaching consensus and agreements are some of the basic management instruments of the ATM. The ATM’s vision is to become an international benchmark in metropolitan mobility management, centred on a city committed to modernity, wellbeing and economic and social progress such as Barcelona. As established in its Articles of Association, the ATM is a voluntary inter-authority consortium, created in 1997, open to all administrations that own collective public transport services, either individually or through entities that bring them together and represent them, belonging to the area comprising the Alt Penedès, Baix Llobregat, Barcelonès, Garraf, Maresme, Vallès Occidental and Vallès Oriental regions. The Consortium is made up of the Catalan Government (51 %) and by local authorities (49 %): Barcelona City Council, the Barcelona Metropolitan Area (AMB) and the Group of Towns owning Urban Public Transport services in the Barcelona metropolitan region (AMTU). Representa- tives of the General State Administration are also present on the governing bodies of the ATM as observers. The purpose of the ATM is to structure the cooperation between the public authorities responsible for the collec- tive public transports services and infrastructures of the Barcelona area that belong to it and collaboration with other authorities, such as the State Administration, that have financial commitments or are responsible for their own or for or for non-devolved services. 8 Presentation of the Consortium Governing, advisory and consultation bodies i index Governing, advisory and consultation bodies The different bodies and administrations related to collec- Executive Committee tive public transport are represented on the ATM govern- The Executive Committee of the Board of Directors is ing, advisory and consultation bodies. made up of six members, three representing the Catalan Government, two representing the member local authori- Board of Directors ties and one representing the AMTU. The Board of Directors is the governing body of the ATM. Its general function is to examine and put to the Board It consists of eighteen full members – nine representing of Directors proposals for planning instruments for the the Catalan Government, seven representing the member Metropolitan Collective Public Transport System, financ- local authorities (Barcelona City Council and Metropolitan ing agreements and service contracts with authorities and Area), two representing the AMTU, and two representing operators, the fare system and annual budgets, among the State Administration as observers. others. The composition of the Board of Directors as at 31st De- As at 31 st December 2013, the composition of the Execu- cember 2013 is as follows: tive Committee is as follows: Chair Santi Vila i Vicente Chair Ricard Font i Hereu First Vice-Chair Joaquim Forn i Chiariello Members Sergi Martínez-Abarca Espelt Pere Padrosa i Pierre Second Vice-Chair Antoni Poveda i Zapata Antoni Poveda i Zapata Members Xavier Baiget i Cantons Constantí Serrallonga i Tintoré Antonio Balmón Arévalo Enric Ticó i Buxados Isabel de Diego i Levy-Picard Secretary Carme Sardà i Vilardaga Maria Assumpta Farran i Poca Francisco Javier Flores i Garcia General Director Josep Anton Grau i Reinés Ricard Font i Hereu Josep Mayoral i Antigas Joan Mora i Bosch Legal Advising Committee Pere Padrosa i Pierre Sònia Recasens i Alsina This committee provides legal assistance and advising to Constantí Serrallonga i Tintoré the Board of Directors and to ATM general management. Lluís Tejedor i Ballesteros It is made up of representatives of the Catalan Govern- Enric Ticó i Buxados ment, Barcelona City Council, the Metropolitan Area of Pau Villòria i Sistach Barcelona, the AMTU and the ATM itself. Antoni Vives i Tomàs Observers Joaquín del Moral Salcedo Operators Technical Platform Dolores Morán Laorden The Metropolitan Collective Transport Operators Techni- Secretary Carme Sardà i Vilardaga cal Platform is the Consortium’s collaboration and con- General Director Josep Anton Grau i Reinés sultation body for technical matters, and is made up of representatives of the public transport operators in the metropolitan region. 9 Presentation of the Consortium Governing, advisory and consultation bodies i index Mobility Council The passing of the Mobility Act 9/2003, of 13th June, representatives of the Federation of Municipalities of entailed the modification of the Articles of Association of Catalonia and of the Catalan Association of Municipali- the ATM in order to convert it into the Mobility Authority. ties and Regions; This Act also provides for the creation of territorial mobil- representatives of the business organizations with the ity councils. greatest presence in Catalonia; The new Articles of Association of the ATM, approved in representatives of the trade unions with the greatest June 2005, define the Mobility Council of the ATM as the presence in Catalonia; body for civic and social consultation and participation representatives of the most representative consumer in the operation of the collective public transport system and user associations in Catalonia; and of mobility. representatives of associations or groups of special It is made up of the following members: relevance in relation to public transport and mobility; chair: the second vice-chair of the ATM; the general director of the ATM; a member of the Board of Directors of the ATM for each a member of management of the Consortium proposed authority in the consortium and each member entity; by the general director to act as secretary to the Council. 10 Presentation of the Consortium Organizational structure of the ATM i index Organizational structure of the ATM The composition of staff of the ATM as at 31st December 2013 is as follows: General Management Josep Anton Grau i Reinés, General Director Technical Management Marc A. Garcia i López, Technical Director Lluís Alegre i Valls, Head of the Mobility Service Francesc Calvet i Borrull, Head of the Planning Service Xavier Roselló i Molinari, Assistant to the technical director Àngel Sangrós i Bondia, Head of the Project Development Service Administration Service Josep Caldú i Cebrián, Head of the Administration Service Josep Moya i Matas, Head of the Budget, Accounting and Treasury Unit Legal Advising Service Jaume Garcia i Soler, Head of the Legal Advising Service System Financing Service Lluís Rams i Riera, Head of the System Financing Service Fare Integration Mayte Capdet i Sorribes, Head of the Fare Integration and Communication Service and Communication Service Miquel Lamas i Sánchez, Head of the Fare Integration Unit Maria Montaner i Maragall, Head of the Studies and Communication Unit Systems Service Carme Fàbregas i Casas, Head of the Systems Service 11 Actions in the financial year 2013 Infrastructure planning i index 2 Actions in the financial year 2013 12 Actions in the financial year 2013 Infrastructure planning i index Infrastructure Planning Following the end of the ten-year period covered by the Action programmes 2001-2010 Infrastructure Master Plan (PDI) for collective The actions of the five programmes proposed in PDI 2011- public transport for the metropolitan area of Barcelona, 2020 are described below: the Board of Directors of the ATM commissioned the technical services of the Consortium, on 15th April 2011, AX: Extension of the rail (metro and FGC) and tram to draw up a new Infrastructure Master Plan for the period network (sub-programme XT). 2011-2020. XE: Rollout of the state rail network. The PDI 2011-2020 is established in the framework of the IN: Interchanges. legal context defined by Mobility Act 9/2003, the ruling sectorial laws concerning public transport infrastructures TPC: Road transport infrastructures. and services and legislation on the environmental assess- MM: Modernization and improvement of existing networks. ment of planning instruments. The starting points of the PDI 2011-2020 are an analy- sis of the actions carried out to day in the context of the PDI 2001-2010, a technical diagnosis of the state of the collective public transport networks of the RMB and a prospective analysis of the territorial and mobility variables in the period to 2020. All of this brings to light the existing needs in terms of replacement, extension of capacity and improvement. The actions proposed maintain a similar structure of in- vestment programmes to the PDI 2001-2010: network extension (AX), modernization and improvement (MM), state network (XE) and interchanges (IN). A new specific programme of public road transport infrastructures is added (TPC). In the case of the AX programme, the new PDI 2011- 2020 incorporates the actions that are currently under construction, and which, specifically, are the extension of line L4 La Pau – La Sagrera, the new L9/L10 metro line, and the extensions of the Catalan Railway FGC to Terrassa and Sabadell. The scope of the new PDI conforms to the most restric- tive forecasts in terms of available funds for investment compared to the 2001-2010 period. The total amount of the necessary investment provided for in the PDI 2011- 2020 is 12,379.5 M€ (excluding VAT), of which 5,911.4 M€ corresponds to railway and road networks of the Catalan government, and 6,468.1 M€ corresponds to infrastructures of the state. This total amount is 25.2 % lower than the proposals included in the PDI 2001-2010. The PDI 2011-2020 was approved definitively by the Re- gional Minister for Territory and Sustainability on 14th No- vember 2013 (Resolution TES/2427/2013, Official Journal of the Catalan Government number 6506 of 21.11.2013). 13 Actions in the financial year 2013 Infrastructure planning i index 1. AX rail network extension programme action in the PDI, as it was in PDI 2001-2010. The main objectives are to cover territory with a high mobility density The PDI’s rail network extension programme includes developing in the upper part of the Barcelonès region, and the proposed actions to prolong lines of the metro (TMB) to increase the network effect, with a total of twenty new and FGC rail networks, and the sub-programme for the interchanges (the new L9/L10 lines connect with all TMB, tram network. FGC and Commuter lines, at least once). The combination The network extensions are intended to provide cover in a of these two factors entails gaining a significant flux of high-capacity mode to areas with a high mobility density demand. The total number of stations of lines L9/L10 is (generation and attraction of journeys) which currently do not 52, distributed along their length of 47.8 km. have a fast and efficient service for metropolitan journeys. The extensions of the L3 line to Trinitat Vella and to Pont The other major objective of the programme is to increase d’Esplugues bridge are also proposed to be executed in connectivity of the different rail networks to reduce the the 2011-2020 period (the latter, as the first phase of a times of changes between stations. future extension to Sant Feliu de Llobregat), as well as the extension of L4 to la Sagrera. The remaining actions (extensions of L1 to Badalona and Metro (TMB) el Prat and the extension of L2 to Parc Logístic, together The construction of the L9/L10 lines is the most important with its connection to L9) are proposed as projects. METRO ACTIONS CODE ACtION OUtStANDING LENGtH tRAINS StAtIONS DEMAND INVEStMENt (1) (kM) (JOURNEYS/DAY) (M€ EXC, VAt) AX01 Metro L1 Hospital de Bellvitge – El Prat - 3.8 2 1 16,590 AX02 Metro L1 Fondo – Estació de Badalona - 4.5 5 5 44,085 AX03 Metro L2 Sant Antoni – Parc Logístic - 6.3 7 6 72,465 AX04 Metro L3 Zona Universitària – Sant Feliu de 181.8 (3) 8.5 6 9 67,960 Llobregat AX05 Metro L3 Trinitat Nova – Trinitat Vella 81.0 0.9 1 1 14,135 AX06 Metro L4 La Pau – La Sagrera 110.0 2.8 3 3 43,690 AX07 Metro L9/L10 Aeroport / Zona Franca – Parc 1,560.0 (4) 27.6 28 27 181,930 Logístic – Zona Universitària AX08 Metro L9/L10 Zona Universitària – La Sagrera (5) 9.3 (5) 12 154,020 Total metro actions 1,932.8 (2) 63.7 52 64 594,875 (1) No figure has been assigned to actions that will be projected during the term of the PDI, but which will not be executed before 2020. // (2) Does not include investment in rolling stock. // (3) Amount of Zona Universitària – Pont d’Esplugues section. // (4) Estimate provided by Infrastructures of the Government of Catalonia. // (5) Included in AX07. 14 Actions in the financial year 2013 Infrastructure planning i index Ferrocarrils de la Generalitat de Catalunya (Catalan Railway) area are extensions under construction to Terrassa and The main action involving the Catalan Railway – Ferrocarrils Sabadell, which represent an important increase in ter- de la Generalitat de Catalunya (FGC) contemplated in this ritorial cover and a reduction in journey time. PDI programme is the extension of the Llobregat-Anoia line Attention should also be drawn to the Horta rail link pro- to the centre of the city along the axis of Travessera de ject, as an extension of the current Metro del Vallès. In Gràcia (line L8). This action involves a significant increase the 2011-2020 period, the construction of the shunting in territorial cover of the Left Eixample, greater connectivity side of plaça de Catalonia is planned, as the first phase, of the Gràcia district and an increase in accessibility for an essential action to increase the capacity of the Metro current users of the FGC. del Vallès in the short term. Other no less important actions in FGC in the metropolitan The remaining actions are proposed as projects. FGC ACTIONS CODE ACtION OUtStANDING LENGtH tRAINS StAtIONS DEMAND INVEStMENt (1) (kM) (JOURNEYS/DAY) (M€ EXC. VAt) AX09 FGC L8 Pl. Espanya – Gràcia 268.0 3.5 5 3 60,000 AX10 FGC Terrassa Rambla – Terrassa Nacions Unides 90.2 4.5 2 3 21,985 AX11 FGC Can Feu – Ca n’Oriac 287.9 4.4 2 4 21,325 AX12 FGC L6 Reina Elisenda – Finestrelles - 2.7 3 3 13,340 AX13 FGC Vallès extension - - - - - Total FGC actions 646.1(2) 15.1 12 13 116,650 (1) No figure has been assigned to actions that will be projected during the term of the PDI, but which will not be executed before 2020. // (2) Does not include investment in rolling stock. Tram / Light Metro (XT sub-programme) The main action in the XT sub-programme is the penetra- connections of the tram routes along carretera Reial and tion into the centre of Barcelona and the connection of carretera de Collblanc, through carrer Laureà Miró (Es- the Trambaix and Trambesòs, which is the most notable plugues de Llobregat) in order to shorten the length of proposal concerning the tram in PDI 2011-2020. the route of line T3. This sub-programme also includes the execution of the The remaining actions are proposed as projects. TRAM NETWORK ACTIONS CODE ACtION OUtStANDING LENGtH tRAINS StAtIONS DEMAND INVEStMENt (1) (kM) (JOURNEYS/DAY) (M€ EXC, VAt) XT01 Articulation of tram networks in Barcelona 168.1 3.9 18 5 117,365 XT02 T3 Section along Laureà Miró 17.3 1.1 0 2 4,600 XT03 T3 Sant Feliu de Llobregat – Quatre Camins - 1.1 1 2 4,100 XT04 T4 Sant Adrià – Port Badalona - 1.7 1 3 3,005 XT05 New line UAB Cerdanyola – Montcada - 12.4 12 21 29,500 Total tram network actions 185.4 (2) 16.3 32 33 158,570 (1) No figure has been assigned to actions that will be projected during the term of the PDI, but which will not be executed before 2020. // (2) Does not include investment in rolling stock. 15 Actions in the financial year 2013 Infrastructure planning i index 2. XE Rollout of state rail network The XE programme for the rollout of the Commuter rail Other important infrastructure actions are the construc- network includes the construction of two new lines. The tion of the new Montcada tunnel, which will allow for a most immediate, as the work has already been awarded, significant time saving for users of the R4 Nord (Sabadell, is the new commuter network penetration of Airport at Terrassa and Manresa) travelling to Barcelona, and the El Prate (terminals T1 and T2). The second line is the new rail routes in l’Hospitalet de Llobregat, Sant Feliu de Castelldefels – Cornellà – Zona Universitària – Glòries Llobregat and Montcada i Reixac. section, which includes the third commuter line tunnel The programme also includes the construction of new in Barcelona. Of this second line, the PDI envisages the stations in territorial areas where new residential set- execution of the section between Castelldefels and the tlements have become consolidated with an important University District by 2020. population density. The doubling of single-track sections and the construction The new orbital rail line Mataró-Granollers-Sabadell-Ter- of alternative routes allow for a significant increase in the rassa-Martorell-Vilafranca del Penedès-Vilanova i la Geltrú frequency of services and, consequently, in the transport is regarded as a project to be specified from the execution capacity. In this regard, the following actions under this standpoint during the period 2011-2020. Construction heading are noteworthy: of Barberà del Vallès bypass will be brought forward to Doubling Arenys de Mar – Blanes the year 2020. Doubling Montcada – Vic STATE RAIL NETWORK ACTIONS CODE ACtION OUtStANDING LENGtH tRAINS (1) StAtIONS DEMAND INVEStMENt (1) (kM) (JOURNEYS/DAY) (M€ EXC, VAt) XE01 Doubling Arenys de Mar – Blanes R1 550.0 22.0 - - - XE02 New airport access 221.8 4.5 - 2 - XE03 New orbital line 294.0 (3) 78.0 - 24 - XE04 Doubling Montacada – Vic R3 650.0 58.3 - - - XE05 Montcada tunnel 185.0 2.5 - - - XE06 New route R2 Montacada i Reixac 315.5 3.7 - - - XE07 New line Castelldefels-Cornellà-Zona Universitària 2,065.6 22.4 - 11 81,440 XE08 New route l’Hospitalet de Llobregat 419.3 (4) 1.8 - 2 - XE09 Remodelling of L’Hospitalet de Llobregat station 10.0 - - - - XE10 New route Sant Feliu de Llobregat 106.8 1.5 - - - XE11 Other actions 40.5 - - 5 23,000 Total state rail network actions 4,858.5 (2) 194.7 - 44 104,440 (1) Rolling stock including in MM08. // (2) Does not include investment in rolling stock. // (3) Includes execution of Barberà del Vallès bypass. // (4) Includes Sants Sud crossing. 16 Actions in the financial year 2013 Infrastructure planning i index 3. IN Interchanges INTERCHANGE ACTIONS The purpose of the interchange programme is to increase CODE ACtION OUtStAND- StAtIONS connectivity of the different modes of public and private ING INVESt- transport. MENt (M€ EXC. VAt) A unique action in this programme is the construction of the new Diagonal oest (Zona Universitària) interchange, IN01 Improvement Pl Catalunya – Pg. de 79.3 -Gràcia interchange which integrates lines L3 and L9 of the metro, the Tram- baix, and a new interurban bus station (with a capacity IN02 Ernest Lluch 10.2 1 for 40 vehicles). IN03 Ribera – Salines 54.7 1 Other interchanges that cover different rail networks are IN04 New FGC station Rubí - - Ernest Lluch (L5 and Trambaix, under construction) and IN05 New FGC station Ca n’Amat 32.2 1 Ribera Salines (FGC and Trambaix). IN06 FGC network park and ride 40.6 - In the commuter train network a group of actions is in- IN07 RENFE network park and ride 50.0 - cluded to strengthen and improve several interchanges, such Torrassa and the interchanges of the R8 line. IN08 Torrassa interchange 35.2 - IN09 Interchange and new stations R8 77.0 - Another group of actions comprises the start-up or im- provement of the bus stations located at interchanges. IN10 Completion Martorell interchange 30.0 - This is the case of the terminuses of Sants station and IN11 Virtual overground interchanges 0.2 - the high-speed train station of La Sagrera. Total interchange actions 409.4 3 The proposals for new FGC and Commuter train interchange park and ride facilities also feature in this programme. These are considered to be key elements in the manage- ment of metropolitan mobility. 4. TPC Road transport infrastructure ROAD TRANSPORT INFRASTRUCTURE ACTIONS The road transport infrastructure programme includes a whole range of actions to favour the circulation of buses CODE ACtION OUtStAND- StAtIONS along interurban roads. Specifically, the following actions ING INVESt- MENt are contemplated: (M€ EXC. VAt) Reserved lanes: Eix de Caldes and C-245 (Cornellà – TPC01 Diagonal Oest interchange 81.9 1 Sant Boi – Castelldefels). TPC02 Sants station bus 12.9 - Bus – high-occupation vehicle lane: C-58 and B-23. TPC03 La Sagrera station bus 29.1 - Bus lanes and increase in road transport capacity. TPC04 Reserved lane of C-245 Cornellà – 73.8 - Management operating centres in Baix Llobregat and Sant Boi – Castelldefels Barcelonès Nord. TPC05 Reserved lane Eix Caldes 15.0 - Park and ride facilities at terminuses and important bus TPC06 Reserved lane bus Besós left bank 44.2 - stops. TPC07 Bus – high-occupation vehicle lane 11.0 - on B-23 TPC08 Management operating centres 30.0 - TPC09 Other bus lanes 59.8 - TPC10 Park and ride facilities at 4.4 - terminuses and important bus stops Total road transport infrastructure 362.1 1 actions 17 Actions in the financial year 2013 Infrastructure planning i index 5. Modernization and improvement of existing networks MODERNIZATION AND IMPROVEMENT OF EXISTING NETWORK ACTIONS PDI 2011-2020 includes three major types of interven- tions on current metropolitan rail networks (metro, FGC CODE ACtION OUtStAND- tRAINS and Commuter trains): ING INVESt-MENt (M€ EXC, a) Actions to improve infrastructure and stations: these VAt) consist of the refurbishment, improvement or expansion MM01 TMB actions on infrastructure and 734.3 - of track infrastructures, stations and buildings. This stations includes outstanding adaptions of stations to people MM02 TMB actions on systems and instal- 366.1 - with reduced mobility. lations b) Actions on systems and installations: energy, electro- MM03 TMB actions on workshops and 72.7 -coach sheds mechanical installations, integral renovation of track, safety and control of train circulation, communications, MM04 TMB rolling stock 548.8 61 validation and sale, remote maintenance of infrastruc- MM05 FGC actions on infrastructure and 274.9 - stations tures and machinery. MM06 FGC actions on system and instal- 250.1 - c) Actions on workshops and coach sheds; extension of the lations capacity for parking trains and new maintenance bases. MM07 FGC rolling stock 294.0 30 The technical and budgetary specification of this pro- MM08 XE modernization and improvement 1,400.0 32 gramme is subject to the programme contracts to be of Commuter train network formalized with the respective operators. MM09 Implementation of new contactless 44.3 - validation and sale system Total modernization and improve- 3,985.3 123 ment actions Main actions under execution in 4 phases starting in December 2009. This section in Barcelona Metro lines L9 and L10 service partially uses the tunnel and a station of the future L4 line. Furthermore, the station of Sagrera (Hondures) Section IV with a length of 11 km and 12 stations is which will replace in the future the L4 station and the currently operational. The current situation of the work Sagrera high-speed train station are at a very advanced in progress is as follows: stage, although their start-up depends on section III. Section I: Terminal T1 of the airport to Gornal (L’Hospitalet de Llobregat). The entire tunnel has been built, with a Other actions length of 16.8 km, and all 13 stations are practically FGC Terrassa Rambla – Terrassa Nacions Unides finished. Most of the track and part of the cable has also been executed. The rail signalling, some electrical The extension of FGC Terassa Rambla – Terrassa Nacions and communications installations and the system testing Unides is at an advanced stage of execution. The civil have still to be completed. engineering work will be completed soon (execution of tunnels, infrastructure of the three stations and the train Section II: New Zona Franca station to Zona Universitària. depot), and by the end of the year the architecture and in- The entire tunnel has been built, with a length of 6.6 km, stallations will be ready. Testing will then be carried prior as well as the viaduct of street A of the Zona Franca, with to the start-up in service of the line, scheduled for 2015. a length of 3 km, and 7 stations are practically complete. There are also 4 stations with civil engineering work FGC Can Feu – Ca n’Oriac almost complete and the workshops completely finished. The digging of the tunnels was completed in November Section III: Zona Universitària to Sagrera Meridiana. 2013, and work is continuing on the coach shed infra- 5.2 km of a tunnel with a total length of 9.4 km have structure and the four stations (the stations Plaça Major been built and part of the intermediate slab. The civil and Eix Macià – Creu Alta are practically complete). The engineering work on 7 stations at different states of second phase of the work, which includes the station progress has been carried out. architecture, the track and the cable, signalling and in- terlocking, will be put out for contract shortly.Section IV: Sagrera Meridiana to Gorg (Badalona) and Can Zam (Santa Coloma de Gramenet). 11 km of line and 12 The action is expected to be operational in 2016. stations are completely built, and have come into service 18 Actions in the financial year 2013 Infrastructure planning i index PDI 2011-2020 ACTIONS Work to be executed during 2001-2020 Work to be executed during 2001-2010 Route pending study Work to be executed during 2001-2010 with route pending study Extensions programme (AX and XT) Interchange programme (IN) AX01 Metro L1 Hospital de Bellvitge – El Prat IN01 Improvement Pl Catalunya – Pg. de Gràcia interchange AX02 Metro L1 Fondo – Badalona Station IN02 Ernest Lluch AX03 Metro L2 Sant Antoni – Parc Logístic IN03 Ribera – Salines AX04 Metro L3 Zona Universitària – Sant Feliu de Llobregat IN04 New FGC station Rubí AX05 Metro L3 Trinitat Nova – Trinitat Vella IN05 New FGC station Ca n’Amat AX06 Metro L4 La Pau – La Sagrera IN06 FGC network park and ride AX07 Metro L9/L10 Airport/Zona Franca – Parc Logístic – Zona Universitària IN07 RENFE network park and ride AX08 Metro L9/L10 Zona Universitària – La Sagrera IN08 Torrassa interchange AX09 FGC Pl. Espanya – Gràcia IN09 Interchange and new stations R8 AX10 FGC Terrassa Rambla – Terrassa Nacions Unides IN10 Completion Martorell interchange AX11 FGC Can Feu - Ca n’Oriac IN11 Virtual overground interchanges AX12 FGC L6 Reina Elisenda-Finestrelles AX13 FGC Vallès extension Collective Public Transport Programme (TPC) TPC01 Diagonal Oest interchange XT01 Articulation of tram networks in Barcelona TPC02 Sants station bus XT02 T3 Section along Laureà Miró TPC03 La Sagrera station bus XT03 T3 Sant Feliu de Llobregat – Quatre Camins TPC04 Reserved lane of C-245 Cornellà – Sant Boi - Castelldefels XT04 T4 Sant Adrià – Port Badalona TPC05 Reserved lane Eix Caldes XT05 New line UAB Cerdanyola – Montcada TPC06 Reserved lane bus Besós left bank TPC07 Bus – high-occupation vehicle lane on B-23 State network programme (XE) TPC08 Management operating centres XE01 Doubling Arenys de Mar – Blanes R1 TPC09 Other bus lanes XE02 New airport access TPC10 Park and ride facilities at terminuses and important bus stops XE03 New orbital line XE04 Doubling Montacada – Vic R3 Modernization and Improvement Programme (MM) XE05 Montcada tunnel MM01 TMB actions on infrastructure and stations XE06 New route R2 Montacada i Reixac MM02 TMB actions on systems and installations XE07 New line Castelldefels-Cornellà-Zona Universitària MM03 TMB actions on workshops and coach sheds XE08 New route l’Hospitalet de Llobregat MM04 TMB rolling stock XE09 Remodelling of L’Hospitalet de Llobregat station MM05 FGC actions on infrastructure and stations XE10 New route Sant Feliu de Llobregat MM06 FGC actions on system and installations XE11 Other actions MM07 FGC rolling stock MM08 XE modernization and improvement of Commuter train network MM09 Implementation of new contactless validation and sale system 19 Actions in the financial year 2013 RMB Mobility Master Plan i index RMB Mobility Master Plan Legal framework and content The aim of the Mobility Act is to “establish the princi- ples and objectives that are to underpin management of mobility of people and transport of goods aimed at sustainability and safety, and to determine the necessary instruments for Catalan society to achieve these goals and guarantee accessibility for all citizens with sustain- able means” (art. 1.1). The general aims of the Mobility Master Plan (PDM) are formulated on the basis of the above principles and the national guidelines on mobility, taking into account that the RMB has certain specific characteristics compared to the rest of Catalonia. In particular, the high popula- tion and facility densities favour a context conducive to achieving high levels of sustainable mobility. The PDM has undergone strategic environmental as- sessment in accordance with the legislation established by the environmental authority. In 2013, the fifth PDM monitoring report, dated 22nd July 2013, was submitted to the ATM Board of Directors. This report indicates the execution status of the measures out- lined in the PDM and the monitoring values of each one. The PDM consists of 9 lines of actions and 93 measures. The lines of action of the Plan are: Eix 1. Coordinating town planning with mobility. Eix 2. Promoting a safe and well-connected mobility infrastructures network. At the date of the report, 85 measures of the Plan were Eix 3. Managing mobility and favouring modal being implemented. In lines 1, 2, 3, 4 and 9, all the meas- transfer. ures were underway and implementation was at a more Eix 4. Improving the quality of rail transport. advanced stage. In lines 7 and 8 only one measure had Eix 5. Achieving accessible, effective and efficiency in not started and in line 5 there were two. Line 6 is the one road public transport. with the most measures not yet commenced - four out of ten. As far as the rate of implementation of the measures Eix 6. Modernizing logistical activity and speeding up is concerned, 20 are completely finished and 56 are at freight rail infrastructures. a very advanced stage, representing 82 % of measures Eix 7. Guaranteeing sustainable access to mobility- with a good degree of progress. As regards the pace of generating centres. implementation of the measures, 60 % were proceeding Eix 8. Promoting energy efficiency and the use of at a good pace, 31 % were proceeding slowly and the re- clean fuels. maining 9 % had not started. Lines 1, 2, 3, 4, 5, 8 and 9 were progressing at a good rate in respect of most of their Eix 9. Carrying out participative management of the Mobility Master Plan. measures. Lines 6 and 7 were those where implementa- tion of the measures was taking place at the slowest pace. 20 Actions in the financial year 2013 RMB Mobility Master Plan i index The following diagram shows a summary of the number of measures per line according to the degree of implementa- tion, at the date of the fifth report, July 2013. NUMBER OF MEASURES 18 PER LINE ACCORDING TO DEGREE OF 16 IMPLEMENTATION 14 12 UNITS: 10 NUMBER OF MEASURES/LINE 8 Total Advanced 6 Intermediate 4 Initial Not started 2 Pending information 0 LINE 1 LINE 2 LINE 3 LINE 4 LINE 5 LINE 6 LINE 7 LINE 8 LINE 9 Furthermore, in 2012 the Board of Directors of the ATM During 2013, the diagnostic and prospective scenario work commissioned the technical services of the Consortium to of the new PDM 2013-2018 has been completed and the draw up a new Mobility Master Plan for the metropolitan approach and objects have been consulted with the mem- area of Barcelona for the 2013-2018 period. ber institutions of the Mobility Council of the ATM. Work carried out in 2013 In addition to the PDM monitoring tasks, during 2013 work has continued on drawing up the new PDM 2013- 2018 and a number of tasks were carried out with the aim of encouraging and expanding some of the measures included in the plan. These are described below: TASK DESCRIPTION Technical assistance for the roll-out of the PDM: follow-up and Technical assistance with the aim of collaborating in monitoring the ac- updating of the strategies and measures of lines of action 3, 5 and tions on management of mobility, the public transport system and energy 8, synergies with other lines, adaptation of the proposed measures to actions in which the ATM has participated, performing a diagnostic of their impact on the objectives and implementation proposal. the results obtained and proposing new strategies for PDM 2013-2018. Analysis of the RMB rail system. Diagnosis of the rail supply and its replacement, extension and improvement needs in the context of tasks included in the new PDM 2013-2018. Promotion of Park & Ride facilities at stations of Catalan commuter rail Diagnosis of infrastructures and management of the P&R network in network. the context of tasks included in the new PDM 2013-2018. Support to the environmental strategic assessment process of the Drafting of the environmental sustainability report in the new PDM RMB Mobility Master Plan 2013-2018. 2013-2018. Assessment of the effectiveness in reductions of energy consumption Assessment of the effectiveness of the measures proposed in the PDM and emission in the proposed scenarios and sub-areas of the measures and their contribution to the reduction of external elements, especially proposed in the RMB Mobility Master Plan. energy consumption, greenhouse gas and pollutant emissions in the different scenarios and areas determined in the new PDM 2013-2018. Mobility forecasts in the contest of drawing up PDM 2013-2018. Creation of road traffic maps for 2018 in the different prospective scenarios of the PDM. Updating of Mobility Observatory data. Updating of the Observatory’s mobility indicators and presentation in a new interactive PDF format of the Mobility Observatory on the ATM website. 21 Actions in the financial year 2013 RMB Mobility Master Plan i index Mobility Service In accordance with the functions attributed to it by the Mobility Act as the territorial mobility authority for the met- ropolitan region of Barcelona, the ATM reports on urban mobility plans, service plans, business travel plans and mobility studies generated within its area. As far as urban mobility plans are concerned, in 2013 the Urban Mobility Plans (PMU) of Sant Cugat del Vallès and Santa Perpètua de Mogoda received a favourable report, and a report was issued concerning the preliminary envi- ronmental sustainability of five more PMUs. With regard to the business travel plans referred to in De- cree 152/2007 regulating the Action Plan for improving the quality of air in 40 RMB municipalities that have been declared atmospheric environment protection areas, three were handled in 2013 giving a total of 66 plans drawn up. In relation to the generated mobility assessment studies regulated by Decree 344/2006, in 2013 a total of 55 studies were reported, distributed as follows: ACtION REPORtED StUDIES Individual implementation 6 General planning 23 Derived planning 26 Total 55 The ATM Mobility Service has also participated in the rollout of the following specific mobility plans: Mesa del Delta, covering the Zona Franca consor- tium, the Logistic Activity Zone (ZAL) and the Pratenc industrial estate. El Pla de Sant Feliu de Llobregat and Molins de Rei industrial estates. Autonomous University of Barcelona, in Cerdanyola del Vallès. Barcelona Airport at El Prat de Llobregat. Can Sant Joan industrial estate in Sant Cugat del Vallès and Rubí. 22 Actions in the financial year 2013 Management of the tramway system i index Management of the tramway system Diagonal - Baix Llobregat tram Operation In 2013 a total of 16,061,000 ticket validations have been recorded, which represents an increase of 60,653 validations compared to the previous year (0.38 %). This means an average monthly increase of 5,054 validations. The maximum number of monthly validations was reached in October with a total of 1,559,312 validations. A graph showing annual ticket validations since the Tram- baix service came into operation is set out below, together with another graph showing the evolution of the average monthly passenger load per journey during 2013. MILLIONS OF ANNUAL 18 15,666 16,266 16,142 16,000 16,061VALIDATIONS. TRAMBAIX 16 15,836 14,268 14 12,836 12 10,216 10 8 5,850 6 4 2 Million validations 0 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 EVOLUTION OF THE 50 AVERAGE LOAD PER JOURNEY. TRAMBAIX 40 30 UNITS: NUMBER OF USERS PER JOURNEY/MONTH Line T1 20 Line T2 10 Line T3 Average 0 J F M A M J J A S O N D 23 Actions in the financial year 2013 Management of the tramway system i index The commercial speed in 2013 has remained similar to the speed in 2012, at around 17.75 km/h. However, in the last month of the year there was a slight decrease in com- mercial speed in the three lines, to figures of around 17.5 km/h. A graph showing the evolution of the commercial speed of each line month by month and the average speed obtained from weighing the three lines is set out below. AVERAGE COMMERCIAL 18.20 SPEED. TRAMBAIX 18.00 UNITS: KM/H / MONTH Line T1 17.75 Line T2 17.50 Line T3 Average 17.25 J F M A M J J A S O N D Inspections and supervision During 2013 the programme initiated by the ATM in 2009 the main elements are checked, such as the state of the for the detailed supervision of the state of the platform, tram drainage system, the conservation of urban development installations and key service quality data has continued. elements, the state of signals and traffic lights, and public information and use elements located at stations, among The detection and resolution of platform incidents has others. made it possible to assure the correct state of conserva- tion of the tramway infrastructure and has contributed to The results of these inspections are reported to the com- the high rating of the service by the users. pany holding the concession so that it can include them in its maintenance and repairs programme, and supervision Supervision of the state of the infrastructures consists of is carried out to ensure incidents are resolved correctly. weekly inspections of different sections of platform, where HORIZONTAL SIGNALLING INCIDENT A Before D After A D DRAINAGE SYSTEM INCIDENT A Before D After A D 24 Actions in the financial year 2013 Management of the tramway system i index Trambaix corrective actions, major reviews and major renovations The application of the operator’s Maintenance Plan and New digital radio system. Supply and installation of the Quality Plan has involved, among others, the following radio equipment at new high points. actions in 2013 on the Trambaix network. Major review of driving motors, replacement of vari- The construction and start-up of a spray booth for rolling ous reversible and non-reversible trailable drivers and stock in coach sheds. replacement of pins. Repainting of all units (from 1 to 19) of rolling stock. Installation of an urban traffic control system to connect Major reviews of rolling stock (600,000 km) in units 2, with the headquarters in Esplugues, Cornellà, Sant Joan 4, 5, 10 and 17. Despí, Sant Just Desvern and fit it with GPS. Renovations of automatic ticket dispensers. Updating of Correction of differential settling of the agglomerate stone payment system according to new security protocols. highway next to Pont d’Esplugues, and the sinking of the pavement next to the flap. Incorporation of new CPU, EMV2 card slots for credit cards with a chip, touch screen and module for the blind. Partial asphalting of Francesc Macià stop. 25 Actions in the financial year 2013 Management of the tramway system i index Sant Martí - Besòs tram Operation In 2013 the Trambesòs has undergone an increase in the number of users, and has reached a total of 7,721,095 ticket validations, which represents an increase of 59,268 validations compared to the previous year (0.77 %). This represents an average of 4,939 more validations per month than in 2012. The maximum number of monthly validations was obtained in October with a total of 725,361 validations. Most of the demand in the Trambesòs is for line T4, which transports approximately 55 % of the users. A graph showing annual ticket validations since the Tram- besòs service came into operation is set out below, together with another graph showing the evolution of the average monthly passenger load per journey during 2013. This re- flects the average occupation of the trams month by month. MILLIONS OF ANNUAL 9 7.986 8,054 VALIDATIONS. TRAMBESÒS 7,503 7,680 7,662 7,7218 7 6,588 6 5 4,104 4 2,822 3 1,838 2 1 Million validations 0 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 EVOLUTION OF THE 50 AVERAGE LOAD PER JOURNEY (NUMBER OF USERS). TRAMBESÒS 40 30 UNITS: NUMBER OF USERS PER JOURNEY. TRAMBESÒS Line T4 20 Line T5 10 Line T6 Average 0 J F M A M J J A S O N D 26 Actions in the financial year 2013 Management of the tramway system i index The average commercial speed for the three Trambesòs lines taking in conjunction is above 18 km/h. A graph showing the evolution of the commercial speed of each line month by month and the average speed obtained from weighing the three lines is set out below. The decrease that can be observed in the three lines in the month of December is related to the works for the deconstruction of the Glòries ring road. AVERAGE COMMERCIAL 19.50 SPEED. TRAMBESÒS 19.25 19.00 18.75 UNITS: KM/H /MONTH 18.50 Line T4 18.25 Line T5 18.00 Line T6 17.75 17.50 Average 17.25 J F M A M J J A S O N D Inspections and supervision During 2013 the programme initiated by the ATM in 2009 the main elements are checked, such as the state of the for the detailed supervision of the state of the platform, tram drainage system, the conservation of urban development installations and key service quality data has continued. elements, the state of signals and traffic lights, and public information and use elements located at stations, among The detection and resolution of platform incidents has others. made it possible to improve the state of conservation of the tramway infrastructure and has contributed to the high The results of these inspections are reported to the com- rating of the service by the users. pany holding the concession so that it can include them in its maintenance and repairs programme, and supervision is Supervision of the state of the infrastructures consists of carried out to ensure that incidents are resolved correctly. weekly inspections of different sections of platform, where INCIDENT IN DRAINAGE SYSTEM A Before D After A D 27 Actions in the financial year 2013 Management of the tramway system i index Trambesòs corrective actions and major renovations Reduction in accidents The application of the operator’s Maintenance Plan and Since November 2006, the ATM has been promoting the the Quality Plan has involved, among others, the following “Action Plan for Reduction of Accidents in the Trambaix actions in 2013 on the Trambesòs network: and Trambesòs Networks”, in conjunction with the opera- tor. This Plan establishes a methodology to be followed The construction of new installations for low currents in order to reduce accidents. The contents of this Action in workshops. Plan include: Renovation of automatic ticket dispensers. Updating of The development of a computer application that identifies payment system according to new security protocols. blackspots in the networks that require improvement. Incorporation of new CPU, EMV2 card slots for credit cards with a chip, touch screen and module for the blind. Individualized identification of traffic lights at all junctions. New digital radio system. Supply and installation of Exchange of information between Trambaix and Tram- radio equipment at new high points. besòs control centres and the traffic regulation centres of each town or city. Major review of driving motors and replacement of pins. Throughout the year a number of Action Plan monitoring Installation of an urban traffic control system to connect meetings have been held at which the following aspects with the headquarters in Sant Adrià del Besòs and fit were analysed: it with GPS. Evolution of the rate of accidents. Start of installation of Digirail project equipment. Identification of blackspots determined by the SAFETRAM Improvement in platform finish on tram detection loops. application. Proposal for corrective actions. Monitoring of corrective actions agreed at previous meetings. As can be seen in the graph below, since this Action Plan has been applied the number of accidents occurring in the networks has decreased to minimum levels recorded in 2013. It is important to point out that the current indices are around the reference values recorded in current con- solidated European networks with similar characteristics (the French SRTMTG study in 2009, which includes 19 tram networks in French cities, obtain a reference value of 24 accidents per million km, and the UITP statistics for Germany, Austria and the Netherlands show an average value of 39 accidents per million km.). 28 Actions in the financial year 2013 Management of the tramway system i index INTERANNUAL ACCIDENT 90 INDEX 80 70 60 50 40 UNITS: NUMBER OF ACCI- 30 DENTS PER MILLION KM/ YEAR 20 Trambaix 10 Trambesòs 0 2006 2007 2008 2009 2010 2011 2012 2013 Evolution of demand on the tramway system tRAMBAIX tRAMBESÒS MONtH 2012 2013 RAR * MONtH 2012 2013 RAR * January 1,427,980 1,425,269 15,997,636 January 655,147 638,488 7,645,168 February 1,380,879 1,302,038 15,918,795 February 611,991 577,325 7,610,502 March 1,465,141 1,330,015 15,783,669 March 655,221 609,498 7,564,779 April 1,268,841 1,424,347 15,939,175 April 624,423 645,181 7,585,537 May 1,456,462 1,446,111 15,928,824 May 712,431 716,167 7,589,273 June 1,377,519 1,307,504 15,858,809 June 689,427 651,286 7,551,132 July 1,302,992 1,349,244 15,905,061 July 683,401 692,953 7,560,684 August 817,104 855,906 15,943,863 August 545,445 530,507 7,545,746 September 1,222,193 1,271,142 15,992,812 September 581,529 617,535 7,581,752 October 1,568,600 1,559,312 15,983,524 October 683,880 725,361 7,623,233 November 1,408,003 1,434,814 16,010,335 November 619,778 673,231 7,676,686 December 1,304,633 1,355,298 16,061,000 December 599,154 643,563 7,721,095 Total 16,000,347 16,061,000 Total 7,661,827 7,721,095 (*) Rolling Annual Rate (last 12 months). 29 Actions in the financial year 2013 Integrated Fare System i index Integrated Fare System Zoning The fare integration project for the entire metropolitan region of Barcelona, promoted by the administrations that belong to the consortium, was approved by the Board of Direc- tors of the ATM on 15th November 2000. Its aims were: To create a fare system that is easy to understand and is based on principles accepted by users. To encourage the perception of the metropolitan collec- tive public transport system as an integrated network. To contribute to making public transport attractive to users. The territory of application of the Integrated Fare System (STI) for the Barcelona area covers a total of 253 mu- nicipalities and a population of more than 5.6 million inhabitants. MAP OF THE INTEGRATED FARE SYSTEM Fare sectors Ring 1 Ring 2 Ring 3 Ring 4 Ring 5 Ring 6 30 Actions in the financial year 2013 Integrated Fare System i index The territory has been divided into 6 fare rings and several basis of the various traffic corridors, avoiding the need sectors. The rings are concentric around ring 1, made up to split up the areas of influence of the major towns and of 18 municipalities of the Barcelona Metropolitan Area cities and regional differences. (AMB) that were included in the former Metropolitan Trans- The area of intersection of rings and sectors is designated port Entity (EMT), and are defined according to distance as a fare zone. in kilometres. The sectors have been established on the STI ZONING 31 Actions in the financial year 2013 Integrated Fare System i index LIST OF MUNICIPALITIES AND THEIR ASSIGNED FARE ZONE MUNICIPALItY FARE MUNICIPALItY FARE MUNICIPALItY FARE MUNICIPALItY FARE ZONE ZONE ZONE ZONE Abrera 3B Collbató 4D Olèrdola 4B St. Pere de Riudebitlles 4B Aguilar de Segarra 6E Copons 6C Olesa de Bonesvalls 3B St. Pere de Vilamajor 4G Aiguafreda 4F Corbera de Llobregat 2B Olesa de Montserrat 3B St. Pere Sallavinera 6C Alella 2E Cornellà de Llobregat 1 Olivella 3A St. Pol de Mar 4 h l’Ametlla del Vallès 4F Cubelles 4A Orpí 5C St. Quintí de Mediona 4B l’Arboç 5B Cunit 5A Òrrius 3E St. Quirze del Vallès 2C Arenys de Mar 4 h Dosrius 3E Pacs del Penedès 4B St. Quirze Safaja 4F Arenys de Munt 4 h Esparreguera 3B Palafolls 5 h St. Sadurní d’Anoia 3B Argençola 6C Esplugues de Llobregat 1 Palau-solità i Plegamans 2D St. Salvador de Guardiola 6E Argentona 3E l’Estany 6E Pallejà 2B St. Vicenç de Castellet 5E Artés 6E Figaró-Montmany 4F la Palma de Cervelló 2B St. Vicenç de Montalt 3E Avinyó 6E Fogars de la Selva 5 h el Papiol 2B St. Vicenç dels Horts 2B Avinyonet del Penedès 3B Fogars de Montclús 4G Parets del Vallès 2D Sta. Coloma de Cervelló 2B Badalona 1 Fonollosa 6E Piera 4C Sta. Coloma de Gramenet 1 Badia del Vallès 2C Font-rubí 4B Pineda de Mar 4 h Sta. Eulàlia de Ronçana 3D Balenyà 5F les Franqueses del Vallès 3D el Pla del Penedès 4B Sta. Fe del Penedès 4B Balsareny 6E Gaià 6E la Pobla de Claramunt 5C Sta. Margarida de Montbui Barberà del Vallès 2C 6BGallifa 4F Polinyà 2D Barcelona 1 Sta. Margarida i els MonjosGarraf (Sitges) 2A el Pont de Vilomara i Rocafort 5E 4B Begues 2A la Garriga 4F Pontons 4B Sta. Maria de Martorelles 2D Bellprat 5C Gavà 1 el Prat de Llobregat 1 Sta. Maria de Miralles 5C Bellvei 5B Gelida 3B els Prats de Rei 6C Sta. Maria de Palautordera 4G Bigues i Riells 4F la Granada 4B Premià de Dalt 2E Sta. Maria d’Oló 6E Blanes 5 h Granera 4F Premià de Mar 2E Sta. Oliva 5B Breda 4G Granollers 3D Puigdàlber 4B Sta. Perpètua de Mogoda 2D el Bruc 5D Gualba 4G Pujalt 6C Sta. Susanna 5 h les Cabanyes 4B l’Hospitalet de Llobregat 1 Rajadell 6E Santpedor 6D Cabrera d’Anoia 4C els Hostalets de Pierola 4C Rellinars 4E Sentmenat 3D Cabrera de Mar 3E Hostalric 5G Riells i Viabrea 4G Seva 5F Cabrils 2E Igualada 6B Ripollet 2C Sitges 3A Calaf 6C Jorba 6B la Roca del Vallès 3D Subirats 3B Calafell 5A la Llacuna 5C Rubí 2C Súria 6E Calders 6E la Llagosta 2D Rubió 6B Tagamanent 4F Caldes de Montbui 3D Lliçà d’Amunt 3D Sabadell 2C Talamanca 5E Caldes d’Estrac 3E Lliçà de Vall 3D Sallent 6E Taradell 5F Calella 4 h Llinars del Vallès 3D St. Adrià de Besòs 1 Teià 2E Callús 6E Maçanet de la Selva 6G St. Andreu de la Barca 2B Terrassa 3C Calonge de Segarra 6C Malgrat de Mar 5 h St. Andreu de Llavaneres 3E Tiana 1 Campins 4G Malla 5F St. Antoni de Vilamajor 3D Tona 5F Canet de Mar 4 h Manresa 6D St. Boi de Llobregat 1 Tordera 5 h Canovelles 3D Marganell 5E St. Cebrià de Vallalta 4 h la Torre de Claramunt 5C Cànoves i Samalús 4F Martorell 3B St. Celoni 4G Torrelavit 4B Canyelles 4A Martorelles 2D St. Climent de Llobregat 2B Torrelles de Foix 4B Capellades 5C el Masnou 2E St. Cugat del Vallès 2C Torrelles de Llobregat 2B Cardedeu 3D Masquefa 4C St. Cugat Sesgarrigues 4B Ullastrell Cardona 6E 3CMassanes 6G St. Esteve de Palautordera 4G Carme 5C VacarissesMatadepera 3C St. Esteve Sesrovires 3B 4E Castellar del Vallès 3C Mataró 3E St. Feliu de Codines 4F Vallbona d’Anoia 5C Castellbell i el Vilar 5E Mediona 4B St. Feliu de Llobregat 1 Vallgorguina 4G Castellbisbal 2B Moià 5F St. Feliu Sasserra 6E Vallirana 2B Castellcir 4F Molins de Rei 2B St. Fost de Campsentelles 2D Vallromanes 2D Castelldefels 1 Mollet del Vallès 2D St. Fruitós de Bages 6D Veciana 6C Castellet i la Gornal 4B Monistrol de Calders 6E St. Iscle de Vallalta 4 h el Vendrell 6A Castellfollit de Riubregós 6C Monistrol de Montserrat 4Z St. Joan de Vilatorrada 6D Vic 6F Castellfollit del Boix 6E Montcada i Reixac 1 St. Joan Despí 1 Viladecans 1 Castellgalí 5E Montgat 1 St. Just Desvern 1 Viladecavalls 3C Castellnou de Bages 6E Montmaneu 6C St. Llorenç d’Hortons 3B Vilafranca del Penedès 4B Castellolí 5D Montmeló 2D St. Llorenç Savall 3C Vilalba Sasserra 4G Castellterçol 4F Montornès del Vallès 2D St. Martí de Centelles 4F Vilanova del Camí 6B Castellví de la Marca 4B Montseny 4G St. Martí de Tous 6B Vilanova del Vallès 3D Castellví de Rosanes 3B Mura 5E St. Martí Sarroca 4B Vilanova i la Geltrú 4A Centelles 5F Navarcles 6D St. Martí Sesgueioles 6C Vilassar de Dalt 2E Cerdanyola del Vallès 2C Navàs 6E St. Mateu de Bages 6E Vilassar de Mar 2E Cervelló 2B Òdena 6B St. Pere de Ribes 3A Vilobí del Penedès 4B 32 Actions in the financial year 2013 Integrated Fare System i index Range of integrated tickets and fares The range of integrated tickets available in 2013 is as follows: TICKETS CHARACTERISTICS T-10 10 integrated journeys on all modes of transport according to the zones to be crossed (1 to 6 zones). Transferable title with time limit. T-50/30 50 integrated journeys on all modes of transport according to the zones to be crossed (1 to 6 zones). Validity: 30 consecutive days after first validation. Non-transferable ticket with time limit. T-70/30 70 integrated journeys on all modes of transport according to the zones to be crossed (1 to 6 zones). Validity: 30 consecutive days after first valida- tion. Transferable ticket with time limit. T-Mes Unlimited travel on all modes of transport according to the zones to be crossed (1 to 6 zones) in the zones defined by the first validation. Valid- ity: 30 consecutive days after first validation. Non-transferable ticket requiring presentation of National Identity Document, Foreigner Resi- dence Card or passport. T-Trimestre Unlimited travel on all modes of transport according to the zones to be crossed (1 to 6 zones) in the zones defined by the first validation. Valid- ity: 90 consecutive days after first validation. Non-transferable ticket requiring presentation of National Identity Document, Foreigner Resi- dence Card or passport. T-Jove Unlimited travel on all modes of transport according to the zones to be crossed (1 to 6 zones) in the zones defined by the first validation. Valid- ity: 90 consecutive days after first validation. Non-transferable ticket requiring presentation of National Identity Document, Foreigner Resi- dence Card or passport and only for persons aged under 25. T-Dia Unlimited travel on all modes of transport according to the zones to be crossed (1 to 6 zones) in the zones defined by the first validation. Validity: 1 day, from first validation until close of service. Non-transferable ticket. 33 Actions in the financial year 2013 Integrated Fare System i index The number of zones required depends on the number of zones travelled through from the point of departure to the destination of the journey, with a maximum payment of six fare zones. The prices approved by the Board of Directors of the ATM for 2013 were: FARES AS AT 1ST JANUARY 2013 tICkEt 1 ZONE 2 ZONES 3 ZONES 4 ZONES 5 ZONES 6 ZONES T-10 9.80 19.40 26.40 33.95 39.00 41.50 T-50/30 39.20 65.50 91.90 114.50 135.00 150.00 T-70/30 54.90 79.40 109.00 133.50 153.00 165.50 T-Mes 52.75 77.45 105.00 124.50 143.00 153.00 T-Trimestre 142.00 211.00 290.00 342.50 390.00 406.00 T-Jove 105.00 155.00 210.00 249.00 285.50 305.50 T-Dia 7.25 11.50 14.50 16.35 18.40 20.65 Tickets with discounts for single-parent families and The current range of tickets for single-parent families and large families large families, non-transferable tickets requiring presenta- Pursuant to Order PTO/179/2009, o 6th April, in Decem- tion of National Identity Document and single-parent family ber 2009 the Board of Directors of the ATM approved or large family identification card, is as follows: the creation of a range of tickets for large families with T-Mes FM/FN general discounts on the standard price of the Integrated Fare T-Mes FM/FN special System ticket chosen. The discount is 20 % for general- category large families, and 50 % for special-category large T-Trimestre FM/FN general families, and applies to non-transferable tickets (T-Mes, T-Trimestre FM/FN special T-Trimestre and T-Jove). T-Jove FM/FN general By virtue of Decree 139/2010, of 11th October, the dis- count was extended to single-parent families, and came T-Jove FM/FN special into effect on 1st January 2011. Thus a new integrated T-FM/FN 70/90 general ticket was created under this decree, the T-FM/FN 70/90, specifically for single-parent families and large families T-FM/FN 70/90 special which allows 70 journeys to be made in a period of 90 In 2013 a total of 144,132 tickets with discounts for single- days from first validation (in the general category and parent families or large families were purchased, which special category versions) by any member of the family represents an increase of 22.2 % compared to the previous or by several of them at the same time. The discount year. The use of these tickets reached 17.7 million valida- applied in this new ticket is 20 % of the unit price per tions, 31.7 % more than in 2012. journey of a T-10 for general-category families and 50 % for special-category families. INCREASE IN VALIDATIONS tICkEt 2013 2012 2011 INCREASE 2013/2012 ABS. % Validations T-FM 17,659,263 13,405,238 7,217,925 4,254,025 31.73 % Number of tickets purchased 144,132 117,972 68,020 26,160 22.20 % 34 Actions in the financial year 2013 Integrated Fare System i index T-12 card The T-12 card was introduced in September 2009 as a ticket for children aged between 4 and 12, and allows them unlimited free travel on the public transport network of the Integrated Fare System in the same fare zone where the child lives. In December 2011 the validity of the card was extended to include children of 13 years of age as beneficiaries of this card. The T-12 card has a fee for issuing and administration of 35 € which is charged to the user when issued for the first time. Renewals are free for the beneficiary and are done automatically by the local authority. At 31st December 2013, the number of applications that have been made for the card since its introduction is Of these cards, a total of 115,432 are in use at 31st 160,228 and can be broken down as follows: December 2013, distributed as follows: APPLICAtIONS % t-12 CARDS % Barcelona 95,254 59.4 % Barcelona 68,194 59.1 % Rest of the first ring 40,526 25.3 % Rest of the first ring 30,686 26.6 % Rest of the STI 24,448 15.3 % Rest of the STI 16,552 14.3 % Total 160,228 100.0 % Total 115,432 100.0 % The following table shows the number of journeys car- ried out with this ticket in the last three years: INCREASE IN VALIDATIONS tICkEt 2013 2012 2011 INCREASE 2013/2012 ABS. % Validacions T-12 19,282,490 15,946,849 12,100,057 3,335,641 20.9 % The analysis according to modes of transport for 2013 is as follows: OPERAtOR t-12 VALIDAtIONS % Metro 6,933,621 35.96 % Bus TB 5,964,739 30.93 % Urban and metropolitan bus 3,821,340 19.82 % Train 1,708,215 8.86 % Tram 575,015 2.98 % Interurban bus 279,560 1.45 % Total 19,282,490 100.00 % 35 Actions in the financial year 2013 Integrated Fare System i index Discount for the unemployed In order to facilitate the mobility of unemployed people actively seeking work, the Catalan Government has es- tablished public transport subsidies provided that one of the following requisites is met: The person receives an unemployment benefit that is lower than the legal minimum salary (SMI). The person receives any other benefit that is lower than the legal minimum salary. The person does not receive any benefit but has been registered as a jobseeker for at least 12 months and is seeking a job under the supervision of the Employment Service of Catalonia (SOC). To purchase the discounted ticket, applicants must obtain a certificate (issued by the SEPE –State Public Employ- ment Service– or by the SOC) proving that one of the above requisites is met. Once the certificate has been obtained, the discounted ticket can be obtained by pre- senting the certificate at the user service centres of the Sale and use of the Integrated Fare System different transport companies. In 2013 revenue from the sale of integrated tickets to- In the area of the ATM of Barcelona, the price of the dis- talled € 458,900,879.47 excluding VAT. counted T-Trimestre is equal to the price of 3 T-10 cards for 1 zone, and represents a discount of almost 80 % of Revenue in 2013 has undergone growth of 1.56 % com- the price of a T-Trimestre for 1 zone. pared to sales of integrated tickets in 2012, which to- talled € 451,846,137.73 excluding VAT. The discount for the unemployed started to be applied in March 2012. The number of discounted tickets sold The accumulated monthly revenue in 2013 compared to in 2013 was 37,740 which is an increase of 40.22 % 2012 is shown in the following graph: compared to the previous year (26,913 tickets). ACCUMULATED 500 MONTHLY REVENUE 450 400 350 300 250 200 UNITS 150 M€/MONTH 100 Accumulated sales 2013 50 Accumulated sales 2012 0 J F M A M J J A S O N D 36 Actions in the financial year 2013 Integrated Fare System i index The breakdown of sales revenue by integrated ticket type and number of zones is set out below: REVENUE (€) tICkEt 1 ZONE 2 ZONES 3 ZONES 4 ZONES 5 ZONES 6 ZONES tOtAL % T-Dia 1,355,862.05 63,992.27 33,284.09 22,340.05 9,133.09 9,461.45 1,494,073.00 0.33 % T-10 252,846,770.91 36,739,966.91 19,336,680.00 5,739,679.59 2,033,353.64 4,496,789.09 321,193,240.14 69.99 % T-50/30 48,611,242.91 11,374,432.27 5,286,088.00 1,307,277.73 241,650.00 268,363.64 67,089,054.55 14.62 % T-Mes 24,937,562.50 3,965,862.45 1,372,636.36 532,294.09 166,790.00 373,180.91 31,348,326.32 6.83 % Car sharing 566,188.91 457,756.36 1,023,945.27 0.22 % T-Trimestre 2,229,787.27 609,790.00 186,127.27 80,643.18 21,981.82 62,745.45 3,191,075.00 0.70 % T-Jove 10,135,172.73 6,078,677.27 2,502,245.45 1,434,240.00 352,203.18 758,195.45 21,260,734.09 4.63 % T-70/30 1,678,043.45 544,828.36 287,760.00 163,962.27 77,473.64 55,367.27 2,807,435.00 0.61 % Unemployed discount 921,182.18 31,137.27 43,912.91 7,243.09 2,458.91 2,752.91 1,008,687.27 0.22 % T-Mes FM/FN G 966,802.00 352,270.23 196,865.45 82,758.55 20,800.00 39,835.64 1,659,331.86 0.36 % T-Trimestre FM/FN G 211,296.00 86,394.91 18,138.18 5,729.09 2,836.36 4,429.09 328,823.64 0.07 % T-Jove FM/FN G 1,342,320.00 949,501.82 384,872.73 217,490.18 48,794.55 133,753.45 3,076,732.73 0.67 % T-Mes FM/FN E 462,048.00 181,314.77 105,620.45 34,067.73 8,580.00 20,585.45 812,216.41 0.18 % T-Trimestre FM/FN E 97,076.36 30,595.00 10,150.00 4,981.82 1,240.91 1,660.91 145,705.00 0.03 % T-Jove FM/FN E 448,827.27 332,404.55 123,613.64 66,098.18 17,519.32 50,962.95 1,039,425.91 0.23 % T-FM/FN 70/90 G 730,818.82 69,536.00 31,989.36 7,258.36 2,779.64 4,859.27 847,241.45 0.18 % T-FM/FN 70/90 E 391,799.55 44,690.55 14,700.00 7,779.27 1,861.36 2,112.73 462,943.45 0.10 % XPRESS swap 111,888.37 111,888.37 0.02 % Total 348,044,689.28 61,455,394.64 29,934,683.91 9,713,843.18 3,009,456.41 6,742,812.05 458,900,879.47 100.00 % 75.84 % 13.39 % 6.52 % 2.12 % 0.66 % 1.47 % 100.00 % The total number of validations of ATM tickets in 2013 was 641,149,236. This represents a decrease of 0.34 % compared to the number of validations in 2012, which was 643,365,866. Accumulated monthly validations in 2013 compared to 2012 are shown in the following graph: ACCUMUALTED 700 MONTHLY VALIDATIONS 600 500 400 300 UNITS: MILLION VALIDATIONS/MONTH 200 Validations 2013 100 Validations 2012 0 J F M A M J J A S O N D 37 Actions in the financial year 2013 Integrated Fare System i index Of the total ATM ticket validations in 2013, the T-10 rep- resents 60.96 % of journeys made with integrated tickets (1.91 points less than in 2012); followed by the T-50/30, which represents 15.55 %, and the T-Mes, which repre- sents 9.45 %. As far as the number of zones is concerned, one-zone tickets represent 84.1 % of the total validations, followed by two-zone tickets representing 10.2 %. VALIDATIONS tICkEt 1 ZONE 2 ZONES 3 ZONES 4 ZONES 5 ZONES 6 ZONES tOtAL % T-Dia 939,176 29,082 12,732 7,900 3,123 2,790 994,803 0.16 % T-10 339,992,457 31,968,200 12,850,311 3,066,967 973,723 1,968,430 390,820,088 60.96 % T-50/30 80,272,330 13,401,315 4,693,361 951,914 205,975 161,337 99,686,232 15.55 % T-Mes 52,224,072 5,892,738 1,566,145 424,111 183,634 286,496 60,577,196 9.45 % T-Esdeveniment 518,906 518,906 0.08 % T-Trimestre 11,099,464 1,019,711 562,929 159,967 69,799 737,461 13,649,331 2.13 % T-Jove 20,217,262 8,504,724 2,778,651 1,168,947 295,901 573,430 33,538,915 5.23 % T-70/30 2,828,236 725,715 342,094 255,669 51,851 218,070 4,421,635 0.69 % T-Mes FM/FN G 2,398,021 547,007 213,421 69,581 17,810 23,878 3,269,718 0.51 % T-12 19,282,490 19,282,490 3.01 % T-Trimestre FM/FN G 534,208 118,063 22,152 3,743 4,564 4,259 686,989 0.11 % T-Jove FM/FN G 3,197,956 1,534,719 482,738 213,108 47,177 102,992 5,578,690 0.87 % T-2 Comerç 377 377 0.00 % T-Mes FM/FN E 1,562,441 411,558 191,360 42,996 10,994 27,502 2,246,851 0.35 % T-Trimestre FM/FN E 349,326 65,445 18,094 6,463 2,731 1,908 443,967 0.07 % T-Jove FM/FN E 1,641,373 815,310 241,203 97,126 30,967 61,955 2,887,934 0.45 % T-70/90 FN/FM G 1,262,979 75,534 27,293 5,145 2,964 13,520 1,387,435 0.22 % T-70/90 FN/FM E 1,057,645 70,078 18,692 7,547 2,241 1,476 1,157,679 0.18 % Total 539,378,719 65,179,199 24,021,176 6,481,184 1,903,454 4,185,504 641,149,236 100.00 % 84.1 % 10.2 % 3.7 % 1.0 % 0.3 % 0.7 % 100.0 % The evolution of the distribution of integrated ticket valida- tions since fare integration started is set out below: EVOLUTION OF INTEGRATED TICKET VALIDATIONS 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 T-10 71.80 % 71.58 % 71.39 % 71.05 % 69.42 % 70.22 % 69.37 % 67.96 % 62.87 % 60.96 % T-50/30 13.70 % 14.73 % 15.73 % 16.56 % 18.31 % 16.94 % 16.37 % 16.81 % 16.93 % 15.55 % T-Mes 11.69 % 10.94 % 10.06 % 9.64 % 9.47 % 9.51 % 9.36 % 8.93 % 9.53 % 9.45 % ATM concession tickets 1.08 % 1.08 % 1.14 % 1.16 % 1.12 % 1.62 % 3.31 % 4.61 % 8.07 % 10.99 % Other ATM 1.73 % 1.67 % 1.68 % 1.59 % 1.68 % 1.71 % 1.59 % 1.69 % 2.60 % 3.05 % Total 100.00 % 100.00 % 100.00 % 100.00 % 100.00 % 100.00 % 100.00 % 100.00 % 100.00 % 100.00 % 38 Actions in the financial year 2013 Integrated Fare System i index In 2013, demand for public transport in the Integrated % USE TICKETS Fare System in the Barcelona area totalled 900.1 million journeys, which represents 210,000 more validations than in 2012. OPERATORS’ OWN TICKETS (STANDARD Validations of ATM integrated tickets total 641.1 million, SINGLE TICKET...) 14.7 % 71.2 % of the total: 63.4 % with standard tickets and ATM 7.8 % with integrated concession tickets (T-12, T-FM/FN, CONCESSION INTEGRATED TICKETS 1ST RING T-Jove). The growing importance of concession tickets TICKETS (TARGETA ROSA ETC.) 63.4 % is notable, which this year represented more than 70.5 14.0 % million journeys. ATM INTEGRATED CONCESSION TICKETS Another 126.3 million validations (14 % of the total) cor- 7.8 % respond to concession tickets for the first fare ring (Targeta Rosa); finally, another 132.6 million validations are down with standard tickets of the operators (14.7 % of total validations), including a standard single ticket. Intermodality Index In 2013, for every 100 journeys made with integrated The evolution of the intermodality index for each of the tickets, 24.42 involved a modal link. types of integrated ticket in recent years is shown in the following table: The intermodality index differs according to the type of ticket and number of zones. For the most used tickets, T-10, T-50/30, T-Mes and T-Jove, intermodality is lower in EVOLUTION OF the use of 1-zone tickets than the intermodality of tickets INTERMODALITY INDEX (%) for more than 1 zone. INDEX INDEX INDEX INDEX INDEX INDEX 2008 2009 2010 2011 2012 2013 2013 T-Dia 10.44 10.84 14.42 11.78 11.18 13.00 T-10 for 1 zone 18.00 % T-10 21.36 21.88 21.29 21.50 21.18 21.07 T-10 for more than 1 zone 48.74 % T-50/30 26.31 27.48 26.85 26.96 27.13 27.76 T-50/30 for 1 zone 23.21 % T-Mes 23.90 25.15 25.60 25.39 25.67 26.40 T-50/30 for more than 1 zone 54.77 % T-Trimestre 23.02 24.78 27.34 28.52 27.30 27.99 T-Mes for 1 zone 23.84 % T-Jove 24.31 27.27 29.14 28.81 27.83 27.96 T-Mes for more than 1 zone 49.00 % T-70/30 22.85 23.81 24.46 24.36 23.90 23.04 T-Jove for 1 zone 18.25 % Total 23.30 23.92 23.68 24.00 24.12 24.42 intermodality T-Jove for more than 1 zone 44.80 % Total intermodality 24.42 % 39 Actions in the financial year 2013 Integrated Fare System i index Technical actions against fraud: adaptation of the In this regard, since July a global strategic process has validation and sale system been implemented which is to culminate at the start of During 2013 a volume of fraud has been identified which 2014, which seeks to modify the technical sale and vali- has never been seen before, relating to the manipulation dation systems in order to offset, as far as possible and of tickets. This volume has been on the increase, to the taking into account the limitations of magnetic technology point that a report was submitted to the Clearinghouse in general terms, these adverse effects. This is also to be on 17th June with actual data obtained from the ATM done as quickly as possible, in order to overcome this database with an estimate of the economic impact that phenomenon as much as possible. his fraud has on the system. This process, headed and co-ordinated by the ATM, has Based on a study of the phenomenon globally, in which received full support from the administrations in the con- the participation of the transport operators has been very sortium and from transport operators, and has involved significant, it is deduced that the fraudulent manipula- actions in technical systems and operations, something tion referred to above is, on the one hand, the cloning which has never been done since the implementation of of tickets – consisting of the system’s capacity to extract fare integration in the year 2000. information in the ATM back office – but, on the other Furthermore, it has affected the entire lifecycle of integrated hand, the entirely new generation of tickets from outside the tickets: specifications for the manufacturing process, system was also observed, which in current technological changes in the definition of the magnetic strip on all in- systems are not identifiable and, therefore, suggest so- tegrated tickets, in the validation, issue, inspection and called invisible fraud or maximum breach of the system, exchange procedures, and, globally, the central systems with consequences of a potentially great impact on the of the ATM and the operators, consequently involving all economic balance of fare integration. the different industrial suppliers at each part of the chain and of each of the operators, as well as the ATM. At operational level in public transport service manage- ment, the most noteworthy fact is the start-up of a black- list management process which, for reasons of manifest technological obsolescence of the current validation and sale systems, is carried out to a limited and uneven ex- tent by the different transport operators – rail transport operators currently have the maximum capacity. These blacklists are generated by the ATM in the context of its role as co-ordinator of the entire system and which it updates for each operator, striving to achieve the highest possible efficiency of the combination of the affected demand and the technical limitations of each transport operator’s systems. The implementation of these actions has coincided with the start of 2014, as initially planned, and has also as- sured the co-existence of old tickets – in operation in 2013 - and the new tickets – we should remember that the tickets for a financial year are valid until February or March of the following year, depending on whether they are multijourney tickets or quarterly cards-, so that travellers are not affected and, consequently, the image of quality of the operation of Collective Public Transport is maintained. Finally, it can be concluded that the actions have been carried out with the aim of extending, far beyond their useful life and as long as possible, the operating capacity of the current facilities, to coincide with the implementa- tion of T-Mobilitat. In this regard, T-Mobilitat is the project that will assure the necessary integrity and security of the validation and sale system for the future. 40 Actions in the financial year 2013 Integrated Fare System i index T-Mobilitat Project After the successful implementation of the Integrated The implementation of the new mobility card will replace Fare System in the Barcelona are and bearing in mind the 84 integrated public transport tickets that current co- the manifest technological obsolescence of the magnetic exist in the Integrated Fare System in Barcelona. However, strip, the ATM proposed to established a new electronic the T-Mobility project is not limited to public transport, but ticket system based on six levels of actions: has a wider scope, in accordance with current trends and needs: it has become a pioneering project in the integra-A new technological model based on incorporating tion of all mobility services that will converge in one card. contactless chip technology in sale and validation. A new fare model with a pricing policy providing dis- counts according to use, adapting the price of public transport to the actual mobility of each citizen. A new payment system in which citizens can choose between prepayment (charging the card) or postpay- ment (paying the transport bill by direct debit) of their journeys. A new management system in respect of implementation (of machinery and systems), maintenance and operation. The T-Mobilitat technological system has been developed Single management of immediate information on sales by the ATM in conjunction with the main public transport and validations. companies, aware of the obsolescence of the current A new Customer Service Centre to provide information machinery and fare system, created in 2001 with the fare and handle processes and issues associated to the integration of the public transport services that existed at mobility card. that time in the city and the metropolitan belt. The needs have changed, and that system lacked the flexibility, se- A new Transport Information Management Centre, which curity and versatility that the new technology will give to will have information in real time on supply and demand the new Catalan mobility card. The new system has been and will allow for improvements in the management of designed following a model of open and internationally global incidents in the system and in providing informa- regulated specifications (European ITS Directive of 2010). tion to citizens. A basic consideration is that the new system must be convenient and attractive for citizens, in order to facili- tate mobility and favour the use of the collective public transport system. Taking into account the inherent technical, legal and fi- nancial complexity of the implementation of the new technological, fare and management system, and in order to have a flexible mechanism, especially with regard to the assignment of risks, the ATM has considered that the most suitable solution is to initiate a tender process for the award of a collaboration contract between the public and private sector, in accordance with the provisions of article 11 of Royal Legislative Decree 3/2011, of 14th November, approving the Public Sector Contracts Act (Consolidating Act). The project was approved by the Board of Directors of the ATM on 22nd July 2013, and the above-mentioned con- tracting process through competitive dialogue commenced in October. The contract is expected to be awarded in the third quarter of 2014. 41 Actions in the financial year 2013 Integrated Fare System i index ISO/IEC 24014 REFERENCE MODEL FOR AN INTEROPERABLE FARE MANAGEMENT SYSTEM T-Mobilitat uses contactless technology and is based on a high-performance chip, applicable in many forms, from a card to a wristband, and including smartphones. The replacement of all magnetic machinery will be accompanied by a new fare and management system, more adaptable to users’ needs and which, by offering data on use in real time, will represent a qualitative leap in the information available to operators and will provide support to them in making decisions on the service. In the new fare system, the price of each journey will adapt to the actual mobil- ity of each citizen, with discounts for use, extending the marketing channels: citizens may choose between prepay- ment, postpayment (by direct debit), Internet recharging and payment by mobile phone. The aim of the ATM is to start implementation in the mid- dle of 2015 and culminate the migration process in 2017 with integration in the T-Mobilitat project of transport and mobility systems of Tarragona, Lleida and Girona. This will make it possible to travel throughout all of Catalonia with a single transport card. 42 Actions in the financial year 2013 Financing of the system i index Financing of the system One of the main functions of the ATM is to act as the financial hub of the entire metropolitan collective public transport system. In this way, resources to carry out a programme of continuous improvement of the public trans- port for the Barcelona metropolitan region are guaranteed. In this regard, the most important instrument defining the metropolitan public transport financing framework is the programme contract signed by the ATM, as representative of the administrations in the consortium (Catalan Govern- ment, Barcelona City Council and AMB) with the General State Administration (GSA). The main mission of the programme contract is to define the cost of the system and establish the two main sources of financing: ticket revenues and contributions from the public administrations in the consortium and from the GSA. On 23rd December 2013, the 2013 programme contract Evolution of the cost of the public transport system was signed between the GSA and the ATM, involving a A comparison of the last four programme contracts formal- subsidy from the public administrations of 691 M€ for ized between the General State Administration and the the metropolitan public transport network for this year, ATM shows that the cost of the public transport system distributed as follows among the public administrations: in the Barcelona metropolitan region has increased from 281 M€ from the Catalan Government, 95 M€ from the 1,067 M€ per year on average in the 2007-2008 contract GSA, 95 M€ from the AMB, 80 M€ from Barcelona City to 1,274 M€ in the 2013 programme contract, which Council, and other deferred contributions. represents a 19 % increase over the last six years. EVOLUTION OF 1.300 THE COST 1.274 OF THE SYSTEM 1.250 1.247 1.200 1.202 1.150 1.100 1.050 1.067UNITS M€/YEAR 1.000 Total cost 950 ANNUAL ANNUAL ANNUAL ANNUAL AVERAGE AVERAGE AVERAGE AVERAGE 2007-2008 PC 2009-2010 PC 2011-2012 PC 2013 PC This increase is cost is due to the increase in the supply of public transport in recent years, with new lines and new services coming into operation, which have involved an increase in transport costs. 43 Actions in the financial year 2013 Financing of the system i index Evolution of public transport system financing in the RMB The cost of the public transport system in the Barcelona metropolitan region –RMB– is funded from two sources: revenue obtained from the sale of tickets and subsidies contributed by the public authorities. The evolution of the financing of the system through sub- sidies and ticket sales revenue (fares) in the programme contracts signed by the ATM is detailed in the following table. ANNUAL ANNUAL ANNUAL PC 2013 AVERAGE AVERAGE AVERAGE 2007-2008 2009-2010 2011-2012 PC PC PC Subsidies 605 704 690 691 Ticket sales 463 499 557 582 revenue Total cost 1,067 1,202 1,247 1,274 Distribution of subsidies 2013 The distribution of the subsidies established in the 2013 programme contract, totalling 691 M€, among the different system operators is shown below: SUBSIDIES 2013 Source Application State TMB 95 M€ 416 M€ FGC Government of Catalonia 53 M€ 281 M€ Indirect Management AMB Barcelona City Council 95 M€ 80 M€ ATM Bus DGTM Metropolitan Area of Barcelona 27 M€ 95 M€ Tramways (technical fare) 41 M€ Deferred contributions 140 M€ Urban Buses AMTU and Renfe 11 M€ Total Investment in tramway 691 M€ infrastructure 48 M€ Total 691 M€ 44 Actions in the financial year 2013 Financing of the system i index Evolution of the system deficit Changes in mobility habits as a result of the economic downturn, the promotion of concession fares by the ad- ministration which means that 22 out of every 100 pas- sengers travel with highly subsidized or free tickets and the smaller contribution from the administrations deriving from budgetary restrictions has means that the average annual growth rate (AGR) in revenues is 0.5 % since the start of the downturn, as can be seen below: SYSTEM 1,600 INCOME 0.5 % 1,400 11 % UNITS 1,200 1,192 M€/YEAR 1,124 1,102 1,124 1,114 1,125 1,010 1,000 Revenue from users 895822 800 Real contributions from public administrations 600 Other 400 Deficit period 200 TMC 0 2005 2006 2007 2008 2009 2010 2011 2012 2013 P The evolution of income and costs has generated a deficit in the system since 2009, with an accumulated total at the end of the year of 546.6 M€. SYSTEM COST (CURRENT NEEDS) 1,600 2.4 % 1,400 1,265 1,30611.3 % 1,186 1,219 1,229 1,200 1,124 73 181 83 98 114 1.010 1,000 UNITS 902 M€/YEAR 815 800 Deficit 600 Total system income and 400 system cost 200 TMC 0 2005 2006 2007 2008 2009 2010 2011 2012 2013 P 45 Actions in the financial year 2013 Financing of the system i index The accumulated evolution of the deficit approved by the administrations in the programme contracts, shown as deferred contributions, with no timing commitment in respect of contribution to the system, can be seen in the following graph: SYSTEM DEFICIT (GROSS BORROWING) 1,300 700 1,200 600 UNITS 546.6 M€/YEAR/ 1,100 500 ACCUMULATED DEFICIT 1,000 365.6 400 Accumulated system deficit 900 251.1 300System cost 800 178.2 200 System income 700 83.4 100 Deficit period 600 0 2005 2006 2007 2008 2009 2010 2011 2012 2013 P The deficit in the public transport system must be cleared, and the system must be taken out of the situation of financial insolvency in which it finds itself, restoring the balance of current expenditure and refinancing the debt. In this regard, work has commenced on a financial re- structuring programme for the public transport system with two distinct lines of action: balancing the current needs of the system and the contributions from the administrations and, secondly, refinancing the system’s debt. 46 Actions in the financial year 2013 Other actions i index Other actions Operation Aid System - SAE In 2013, the Operation Aid System –SAE, Sistema d’Ajut the authorities, the ATM has continued to develop the use of a l’Explotació─ of shared resources has become consoli- the information based on the Business Intelligence model, dated as a tool for the management and regulation of the which provides a synergic platform with advanced data fleet in most road public transport operators, and as an mining techniques which is available to users (companies, online information provider on arrival time at the stop for owners) who do not have to be experts in computers or vehicles in service. statistics. This tool means that operational points can be identified that previously could affect the overall results, This system currently consists of 1,040 buses regulated increases the speed of diagnosis of anomalies in the op- by 30 companies inside and outside the geographical eration of the SAE, makes the autonomous generation area covered by the ATM and three public authorities that of indicators more flexible and frees up resources of the have direct computer access to the information generated systems departments. by the operations of their concession-holder companies. Thus, throughout 2013 the ATM has created new infor- In this regard, throughout 2013 internal improvements mation that can be consulted by operators and the ad- have been made to the SAE software in order to increase ministrations. AT the same, there has been a substantial connectivity and accessibility for operators, using equip- increase in the capacity of the calculation engine in order ment virtualization for this purpose. to reduce the processing time of queries and increase the In addition, in 2013 real-time information has continued volume of data that it is capable of handling. to be provided at bus stops, mostly located in Barcelona Finally, it should be noted that the multifleet SAE continues and the other municipalities in the metropolitan region of to participate in other complementary passenger informa- Barcelona, and on web and mobile applications providing tion projects. The most significant example of this is the real information on arrivals managed both by operators and Catalan Government public transport router, MOU-TE, the administration. At all bus stops used by several lines which provides information to the companies that request managed by the multifleet SAE, information on estimated it, once again showing the advantages of the multifleet arrivals are provided, so that users receive information in- SAE in ensuring efficient management of resources. dependently of the transport service operator. Specifically, the multifleet SAE currently provides information on more than 2,050 stops. It should be borne in mind that this system is harmonized with the main SAE systems in the metropolitan region of Barcelona –TMB, TUSGSAL and CETRAMSA– so that the production of real-time informa- tion is independent of projects to install panels and/or combine information from different sources at stops used by several operators, thus continuing to foster the measure of the Mobility Master Plan related to the promotion of information management at connections. In this regard, improvements have been made in 2013 to the applications that handle information on arrival times at stops, and in the renewal of servers to increase their power and capacity and thus satisfy the demand for in- formation of more web or mobile apps, as well as at stops. Furthermore, the ATM panels have been migrated to an integrator, which has made it possible to manage a single webservice. At the same time, in light of the demand for the use of the information generated by the SAE, such as punctuality, regularity, new indicators, etc. both from the operators and 47 Actions in the financial year 2013 Other actions i index SERMETRA SL The object of the joint-venture company SERMETRA SL Through its management, SERMETRA SL fulfils a role is to provide preventive, corrective and evolutional main- generating economies of scale in terms of operational tenance of integrated passenger public transport ticket and economic efficiency insofar as it acts as a hub in sales and validation systems and systems of assistance relations between operators and suppliers through single to the operation of this type of public transport services. contracts, and takes advantage of any synergies that can be created in both directions. At the end of 2013, SERMETRA has 8 maintenance contracts of different types with various suppliers in the SERMETRA currently manages more than 1,900 sale and industry who provide services to the different customers, validation machines, as well as 725 vehicles fitted with which total 36 transport companies. ATM multifleet SAE out of a total of 1,017. VEHCILES WITH ATM 1,200 MULTIFLEET SAE 1,000 800 600 400 Vehicles with SAE ATM 200 Vehicles with SAE in SERMETRA SL 0 2005 2006 2007 2008 2009 2010 2011 2012 2013 This volume represents net turnover of approximately 900,000 € in 2013. NET TURNOVER 1,200 1,000 1,015.9 945.9 934.5 952.6 931.5 856.4 885.8 800 600 602.4 400 258.9 200 Thousand euros 0 2005 2006 2007 2008 2009 2010 2011 2012 2013 48 Actions in the financial year 2013 Other actions i index During 2013, SERMETRA SL has maintained the quality External action standards of the different maintenance services for bus onboard validation and sales systems (SVV), and operation aid (SAE) systems while never failing to seek continuous EMTA, European Metropolitan Transport Authorities improvement in each of these services. The EMTA is the association of transport authorities for At the same time, resources have been assigned to the around thirty European cities that brings together the prolongation of the useful life of SAE and SVV, proposing most relevant metropolitan conurbations in Europe, of new models for their conservation and renovation without which ATM is a member. Every year it holds two gen- increasing the maintenance cost for the transport operators. eral meetings, as well as a number of working meetings at which matters of common interest to all members As regards contractual relations with suppliers, in the last are debated. The ATM participated actively in the two quarter of 2013 the procedures for renewals of the con- half-yearly meetings held in 2013 in Copenhagen and tracts for 2014 were carried out, observing the principles Vienna, at which it gave a talk on How to cope with of publicity, competition, transparency, confidentiality, diminishing public finances? Challenges for smarter equality and non-discrimination, in which SERMETRA network efficiency at a round table discussion on the acted as the awarding authority. In this way SERMETRA consequences of the economic downturn on the public SL has followed the internal contracting instructions that transport supply. were created in order to carry out this process and all future processes. The ATM is also part of the Management Board of the EMTA, and has therefore participated in the meetings In addition, SERMETRA SL has been very actively involved held by that governing body. It is also an active member in the management of real-time dynamic information of EMTA working group on e-ticketing. This year it at- provided by ATM for the different information channels tended the meeting on NFC ticketing held in Paris. of the transport operators and local councils, canopies, mobile apps, websites, including TMB, AMB, AMTU, the Twice a year the EMTA publishes a “barometer”, a com- Government of Catalonia (TES), etc. At the end of 2013 pilation of mostly quantitative information on aspects of it is handling the emission of a volume of information mobility and public transport for each city. The 2012 corresponding to more than 2,200 stops. edition is currently available; over time a databank of the cities has been generated which lets efficient, syn- Finally, SERMETRA has participated in the identification, chronous and diachronous comparisons be made be- design and implementation of the actions aimed at pre- tween all the regions and cities included in the survey. venting manipulation and falsification of tickets that the ATM, in conjunction with the operators of the Integrated The various transport authorities also send out surveys Fare System, has carried out in the second half of 2013. to each other on crucial matters for each of them, to which the other authorities respond. A by-product of these surveys are the reports which the EMTA often publishes and which contribute to creating a common culture. Mobility Observatory The Mobility Observatory is a working group promoted jointly by the Ministry of Agriculture, Food and the En- vironment and by the Ministry of Public Works, which brings together the transport authorities of around twen- ty metropolitan regions of Spain. As well as being a dis- cussion group that organizes seminars on matters of in- terest to the participants, it publishes the annual journal Observatorio de la Movilidad Metropolitana, which sets out a compilation of a number of indicators from all the regions, and is presented in one of the member cities in the course of a conference. This is a useful tool as it per- mits a comparison between the different metropolitan conurbations of the State. It is comparable to the EMTA 49 Actions in the financial year 2013 Other actions i index barometer referred to above, but on a Spanish scale. In September, the launch meeting was held for the pro- ject, which is set to last 30 months, i.e. until March This year the Tenth Conference of the Mobility Observa- 2016. tory was held, at which the 2011 edition of the Obser- vatorio journal was presented, in Lleida. The aim of the City-Hub project is intermodality. Among other objectives associated to this concept, it analyses several interchanges with the intention of facilitating in- European Projects terconnectivity between modes of transport and reduc- The Superhub Project (acronym of SUstainable and ing emissions as a result of good design. PErsuasive Human Users moBility in future cities) of The ATM participates as advisor and evaluator. In 2013 the 7th Framework Programme of the EU brings together a project meeting was held in Budapest. 20 members, both companies and authorities, including the ATM. It seeks to develop and open platform that is capable of: compiling real-time data from all possible mobility sources, mostly sustainable, informing users and advising them of the most suitable mode of transport and route. This platform is intended to display and combine in real time all the possible mobility options that might meet the user’s needs, and show the user various travel alterna- tives. Superhub trials are being carried out in three cit- ies: Barcelona, Helsinki and Milan. The ATM is respon- sible for the trials in the Barcelona metropolitan region. The project started in September 2011 and is set to last for three years. During 2013, the second year has been completed and several prototype of the application have been prepared. An assessment has also been carried out by the European Commission. Attention should be drawn to the event to explain the project, organized by Catalan members and held in Bar- celona, at the headquarters of the Department of Terri- tory and Sustainability in September, attended by about one hundred people. The ATM also participates in the MyWay project (Euro- pean Smart Mobility Resource Manager). As with Su- perhub, this project is included in the 7th Framework Programme and also seeks to devise an application to inform and advise users on their mobility needs. The difference compared to Superhub lies in the approach of the project, more focused on individual means of public transport, such as public bicycles or bus on demand. Fifteen organizations or companies from six different countries participate in this project. Catalan participa- tion involves the Catalan Government, represented by the Directorate General of Transport and Mobility, to- gether with the ATM and a further three companies. Tri- als of the application are planned at three locations or “living laboratories”, according to the project terminol- ogy: Catalonia and the Barcelona Metropolitan Region in particular, Berlin and Trikala (Greece). 50 Actions in the financial year 2013 Other actions i index Action COST AND TU0804 Shanti i TU1004 Transits COST, acronym of Cooperation Scientifique et Tech- above. The ATM was commissioned to write chapter 2 of nique, is a European initiative bringing together a range the publication, The role of public transport in sustainable of specialists who are experts on a subject, with the aim cities and regions, which has been done during this year. of ultimately issuing a document, often a book, that is of interest for the community of European professionals who work on the same subject. Participation in PIARC, Work Road Association The purpose of COST TU0804 Shanti, acronym of Sur- The ATM attended two meetings of the technical com- vey Harmonisation with New Technologies Improve- mittee on sustainable urban transport of this association. ment, is the analysis and harmonization of the various The first was held in Providence (Rhode Island, USA) in different mobility surveys carried out in the countries of May, and the second in Buenos Aires in November. the European Union. A representative of the ATM is a member of its Manage- Other international activities ment Committee. The working group is expected to con- tinue for 4 years, from 2009. In March 2013, the final The ATM responded to invitations to present some of its document was delivered at a meeting held in Brussels. developments. The most noteworthy activities in 2013 in this regard were: The above–mentioned document is a 149–page report, available to the public, with the following index: Sfax, Tunisia. Participation in and presentation of the ATM at a regional conference on sustainable urban transport.Introduction. Casablanca, Morocco. Participation in and presenta-Analysis of the different methodologies of national mo- tion of the ATM and its competences at the Atelier bility surveys in Europe. sur l’intégration des transports publics organized by Towards comparable statistics on mobility of people in the AODU, mobility authority in Casablanca. This was Europe. Recommendations for obtaining comparable complemented with a visit to Barcelona by representa- results from mobility surveys. tives of the AODU. Subsequent harmonization of data from mobility surveys Madrid. Technical Conference at which the ATM pre- in Europe. sented the development of the PDM. Necessary data. San José, Costa Rica. Participation in a congress on Proposed questionnaire. integrated fare and electronic payment. Visit to the National Chamber of Transport and meetings at the New technologies for acquiring passenger behaviour. Ministry of Public Works and Transports and at the The ATM participates in another COST action, TU1004, Public Services Regulatory Authority. entitled Modelling public transport passenger flows in Madrid. Working conference organized by IBM with the the era of intelligent transport systems. As can be in- title “Challenges and opportunities for banking in the ferred from its title, this action seeks to rethink public mobile society”, at which the ATM presented the talk transport modelling by incorporating the possibilities of- An example of the advantages of contactless in the fered by ITS. current mobile society. A member of the ATM also sits on its Management Com- 4th AECOC Forum of Urban Goods Transport. mittee, and it is also established for a term of 4 years as of 2011. In 2013 a meeting was held in Frankfurt, Barcelona. SEAT Workshop “Future of Urban Mobility”. another in Stockholm and a final one in Dresden. At Lima, Peru. 3rd Iberoamerican Conference on sustain- the Stockholm meeting, the ATM presented a confer- able urban mobility. ence on The use of ticket validation for transit planning London, United Kingdom. Mobile commerce round table purposes, which described the demand forecast models on mobile NFC public transport. that the ATM uses in drawing up the PDI and also the PDM, the initiation information for which comes largely from the fare integration database. The principal aim of this project is to draw up a mon- ograph on the subject matter of the Action described 51 Actions in the financial year 2013 Other actions i index Visits to the ATM The ATM receives requests for visits from a number of organizations (institutions, associations or universities) interested in different aspects of its activity as a public transport and mobility authority. During 2013, the fol- lowing visited the ATM: University of Manchester, United Kingdom. Càtedra Abertis, Barcelona. France and Spain business meeting at the Mediterranean Corridor. Lagos Metropolitan Area Transport Authority (LAMATA) from Lagos, Nigèria. Dhaka Transportation Coordination Authority (DTCA) from Dhaka, Bangladesh. Delegation from Quito, Ecuador. Management of the Tenerife Metropolitano. Delegation from the Korean Transport Institute. 3 System statistics 53 System statistics TransMet figures 2013 i index TransMet figures 2013 In 2013 demand for public transport in the Barcelona (September) services into the exprès.cat network, and the area totalled 900.1 million passengers, which is 0.03 % start-up of the service for the Granollers conurbation, which more than in 2012. After lower demand at the start of the offers urban services to Granollers, la Roca del Vallès, les year, the change in trend in use of the transport system Franqueses del Vallès and Canovelles. throughout the second half of the year meant the number of The graphic below shows the accumulated interannual passengers remained stable compared to the previous year. variation rate of the different passenger mobility indicators. Transport by bus accumulated 325.8 million passengers, The indicators show an upward trend starting from the an increase of 1.3 % compared to 2012. The AMB buses second third of the year, and the total recovery of demand –covering Barcelona and the first fare ring– underwent for collective public transport compared to the previous growth of 1.7 % with 257.5 million passengers in 2013. year is especially noteworthy, in contract to the interan- Interurban transport recorded an increase of 1.8 %, with nual figure for private transport, which is still negative, 30.2 million passengers compared to 29.6 million in 2012. both for road accesses to the city of Barcelona and the In the case of urban transport in towns of the AMTU, toll motorways. demand totalled 39.1 million passengers, a reduction of 1.6 % compared to the previous year. Rail demand totalled 574.3 million passengers, 0.7 % fewer than in 2012. By operators, FMB and the Catalan commuter rail network operated by RENFE saw a decrease in demand by 0.1 % and 0.8 %, respectively, while FGC increased the number of passengers by 0.6 % and the tram by 0.5 %. In terms of supply, five TB lines of the New Bus Network came into service: H8 (Camp Nou – La Maquinista), H10 (Badal – Olímpic de Badalona), H16 (Paral·lel – Fòrum), V3 (Zona Franca – Can Caralleu) and V17 (Port Vell – Carmel). Attention should also be drawn to the incorporation of the Igualada – Barcelona (June) and Vall del Tenes – Barcelona MONTHLY PASSENGER 2 MOBILITY 2013 0 -2 -4 ACCUMULATED INTERAN- NUAL VARIATION RATE UNITS: PERCENTAGE/MONTH -6 Barcelona airport passenger traffic -8 Collective public transport -10 Traffic on roads into the Barcelonès region -12 Light vehicle traffic on toll motorways -14 Source: Mobility and economic J F M A M J J A S O N D indicators ATM 2013 54 System statistics TransMet figures 2013 i index EVOLUTION OF 1,000 SYSTEM DEMAND 900 800 700 600 500 400 300 200 100 Million journeys 0 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 KEY FIGURES 2013 LINIES NEtWORk (kM) VEH-kM SUPPLY JOURNEYS DEMAND REVENUE (MILLIONS) 13/12 % (MILIONS) 13/12 % (M€) Metro 7 102.6 84.3 -1.1 % 369.9 -1.0 % 240.17 FGC 2 143.9 30.5 -3.0 % 75.5 0.6 % 68.27 Catalan commuter train network 6 456.4 106.5 -0.2 % 105.1 -0.8 % 136.35 (RENFE) Metropolitan Tram 6 29.1 2.5 -2.5 % 23.8 0.5 % 12.52 Rail subtotal 21 732.0 223.7 -0.9 % 574.3 -0.7 % 457.31 Transports de Barcelona 102 879.0 40.8 1.3 % 183.0 1.7 % 131.78 AMB buses (managed indirectly) 105 1,292.6 36.4 -0.7 % 74.6 1.7 % 75.86 DGTM buses (Catalan Govt.) 352 10,251.4 39.7 0.8 % 30.2 1.8 % 38.61 Other urban buses 120 1,045.2 13.1 -2.3 % 38.1 -1.6 % 20.02 Bus subtotal 679 13,468.2 130.0 0.2 % 325.9 1.3 % 266.27 TOTAL 700 14,200.2 353.7 -0.5 % 900.2 0.0 % 723.59 DISTRIBUTION OF DISTIRBUTION OF JOURNEYS BY AREA JOURNEYS BY OPERATORS DGTM BUSES 3.4 % AMB BUSES 8.3 % OTHER URBAN BUSES REST OF STI AREA METROPOLITAN 4.2 % 20.9 % TRAM 2.6 % CATALAN METRO COMMUTER TRAIN 41.1 % NETWORK (RENFE) TOTAL FIRST RING 11.7 % 79.1% FGC 8.4 % TB 20.3 % 55 System statistics TransMet Figures 2013 i index RAIL MODE LINIES NEWtORk (kM) StAtIONS tRAINS/PEAk VEH-kM JOURNEYS REVENUE tIME AND (MILLIONS) (MILLIONS) (M€) DIRECtION STI first ring Metro L1 20.7 30 16 18.0 100.9 L2 13.1 18 17 11.2 41.2 L3 18.4 26 18 16.6 80.1 L4 17.3 22 15 13.5 50.9 L5 18.9 26 20 16.9 86.7 L9/L10 11.1 12 20 7.6 8.3 L11 2.3 5 8 0.4 1.1 Montjuïc funicular 0.8 2 6 0.7 Metro subtotal 7 102.6 141 120 84.3 369.9 240.17 FGC Barcelona-Vallès Line 12.0 18 32 6.9 25.9 13.79 Llobregat-Anoia Line 12.0 11 15 4.7 13.5 7.20 FGC subtotal 2 24.0 29 47 11.6 39.4 20.99 Catalan commuter train network (RENFE) R1 29.0 12 10 6.7 R2 46.1 13 10 7.1 R3 20.1 9 3 1.1 R4 26.5 13 8 6.1 R7 7.8 5 4 0.5 Rodalies Subtotal 5 129.5 52 35 nd(3) 21.6 nd(3) Metropolitan Tram Trambaix 3 15.1 29 15 1.5 16.1 8.69 Trambesós 3 14.0 27 8 1.0 7.7 3.84 Tram subtotal 6 29.1 56 23 2.5 23.8 12.52 Total first ring STI 20 285.2 278 225 98.4 454.7 273.68 Rest of STI FGC Barcelona-Vallès Line 32.0 15 22 9.3 28.7 35.19 Llobregat-Anoia Line 87.0 31 8 9.6 7.4 12.09 Gelida funicular 0.9 3 2 0.0 0.0 0.00 FGC Subtotal 2 119.9 49 32 18.8 36.1 47.29 Rodalies de Catalunya (Renfe) R1 65.6 19 10 24.0 27.6 R2 95.6 21 10 41.3 24.7 R3 56.7 12 3 8.9 5.2 R4 115.0 27 8 28.6 23.2 R7 5.7 2 4 1.4 1.9 R8 40.6 8 1 2.3 0.9 Rodalies subtotal 6 379.2 89 36 106.5 83.5 136.35 Total rest of STI 8 499.1 138 68 125.3 119.6 183.63 Rail system total 21 732 (1) 384 (2) 228.0 223.7 574.3 457.32 (1) Does not include doubling of network assigned to each line. (2) Does not include doubling of stations assigned to each line. (3) Figures for the Catalan commuter rail network (RENFE) refer to the entire STI. 56 System statistics TransMet Figures 2013 i index bus MODE LINIES NEtWORk (kM) VEHICLES IN AVERAGE AGE VEH-kM JOURNEYS REVENUE SERVICE OF FLEEt IN (MILLIONS) (MILLIONS) (M€) SERVICE AMB-managed buses Transports de Barcelona, SA 102 879.0 835 8.0 40.8 183.0 131.78 Authosa 2 8.6 9 4.8 0.4 1.9 0.72 Mohn, SL 22 400.1 128 6.2 9.4 16.4 9.35 Oliveras, SL 13 136.2 56 5.6 4.1 8.1 3.83 Rosanbus, SL 10 103.5 59 6.9 3.4 11.1 5.30 TCC2, SL 2 25.1 10 8.9 0.5 0.4 0.18 Tusgsal 41 495.0 250 6.4 12.5 29.0 12.66 Soler i Sauret, SA 7 40.5 15 8.0 0.8 1.6 0.64 SGMT, SL 2 34.1 23 4.3 4.0 4.8 24.73 Bus Nou Barris, SLU 4 26.1 5 8.4 0.4 0.4 0.14 UTE Julià – Trapsa – Marfina Bus 2 23.6 36 3.8 1.1 0.9 18.32 Total STI first ring 207 2,171.5 1,426 7.2 77.2 257.5 207.64 Rest of STI: DGTM bus – interurban transport Autocars R. Font, SA 10 165.9 11 6.9 1.1 1.0 0.97 Cingles Bus, SA 18 433.3 17 6.7 1.4 0.9 0.98 Cintoi Bus, SL 8 214.0 36 7.8 4.5 1.2 2.33 CRA La Hispania, SA 22 429.2 19 6.6 1.6 1.8 1.55 Empresa Casas, SA 17 321.9 34 8.5 3.1 3.2 4.52 Empresa Sagalés, SA 51 1,182.7 37 6.8 3.2 2.5 3.89 Empresa Plana, SL 4 146.8 11 9.0 0.9 1.2 1.36 FYTSA 25 732.5 33 6.2 3.0 2.7 3.27 La Hispano Igualadina, SL 39 1,865.0 52 6.0 3.8 1.6 3.55 La Vallesana, SA 11 206.6 17 6.0 1.1 1.2 1.11 Sarbus (Marfina Bus, SA) 17 352.7 51 7.0 4.6 4.4 4.51 Soler i Sauret, SA 24 448.0 40 6.7 2.6 2.9 2.77 Transportes Castellà, SA 20 641.7 13 6.8 0.9 0.5 0.41 Others (19) 86 3,111.2 138 6.1 7.8 5.1 7.39 Total interurban transport 352 10,251.4 509 6.7 39.7 30.2 38.61 Rest of STI: municipal bus– urban transport E. Sagalés (Granollers conurbation) 7 56.6 10 10.2 0.5 1.2 0.74 CTSA – Mataró Bus 8 40.3 23 7.8 1.1 4.2 2.60 CTSA – Rubí Bus 7 48.8 13 7.6 0.8 1.3 0.67 Manresa Bus, SA 8 36.1 14 8.5 0.5 1.7 1.00 Sarbus+Saíz (Sant Cugat) 12 108.2 19 6.0 1.3 1.5 0.62 TCC (Vilanova i la Geltrú) 4 21.6 8 9.8 0.5 0.8 0.53 TMESA (Terrassa) 13 104.3 52 9.0 2.8 12.0 5.40 TUS, S. Coop. CL (Sabadell) 13 112.8 54 11.4 3.0 12.4 6.58 Others (18) 48 516.5 45 7.7 2.6 2.9 1.89 Total other urban buses 120 1,045.2 238 8.9 13.1 38.1 20.02 Total bus system 679 13,468.2 2,173 7.3 130.0 325.8 266.27 57 System statistics Weekday mobility survey 2013 i index Weekday mobility survey 2013 Weekday mobility in the Barcelona Metropolitan Region journeys per person per day. is the object of an annual survey, which serves as an The non-mobile population represents a total of 370,959 instrument of observation. This is a telephone survey on individuals who did not make any journey the day before weekday mobility carried out on a sample of residents of the survey. This means that the total average number of the Barcelona Metropolitan Region aged over 16: they are daily journeys of the population is 3.8. Among the non- asked about all the journeys they made on the working mobile population, the reason for not travelling was, to a day before the date of the survey and their characteristics considerable extent (46 %), that they did not want to or (reason for journey, mode of transport, duration, etc.). did not have any need to travel. Another main reason, in In the Barcelona Metropolitan Region, 15.9 million jour- 30 % of cases, was due to illness. neys are made each day, equivalent to an average of 4.1 BASIC MOBILITY CHARACTERISTICS INDIVIDUALS JOURNEYS * AVERAGE JOURNEYS/DAY ABSOLUtE % ABSOLUtE General population with mobility 3,868,109 91.2 15,895,137 4.1 General population without mobility 370,959 8.8 0 0.0 Total general population 4,239,068 100.0 15,895,137 3.8 * Journeys during the working day that are an inherent part of certain activities (commercial, courier, passenger and goods transport, etc.) are not included, and are estimated at 506,227 journeys/day. This segment represents 1 % of the population over 16 years of age, with an average of 12 work-related journeys during their working day. Reasons for travel REASON FOR tRAVEL JOURNEYS PERCENtAGE Occupational mobility (for work or study), including the Work 1,986,490 12.5 % return journey home, represents 28.4 % of the total mo- Study 562,760 3.5 % bility in the region. Occupational mobility 2,549,250 16.0 % Shopping 1,633,833 10.3 % Accompanying 1,456,056 9.2 % Leisure, sport, meals, 1,061,990 6.7 % entertainment Going for a walk 676,374 4.3 % Personal affairs 674,376 4.2 % Visiting a friends/family 555,636 3.5 % Going to the doctor 292,605 1.8 % Personal mobility 6,350,870 40.0 % Occupational return journey 1,965,427 12.4 % home Personal return journey home 5,029,590 31.6 % Return home 6,995,017 44.0 % Total Barcelona Metropolitan 15,895,137 100.0 % Region 58 System statistics Weekday mobility survey 2013 i index A certain triangulation can be observed: return journeys home do not represent 50 % of the total, but only 44 %, due to the combination of journeys for different reason with a single journey home. Personal mobility accounts for the majority of journeys: 11.4 million journeys are made each day in the Barcelona Metropolitan Region (71.6 % of mobility, also counting the respective return journeys). In the last decade, personal mobility has grown compared to occupational mobility. REASONS FOR 100 MOBILITY 57.3% 59.0% 58.5% 59.5% 60.0% 67.3% 69.4% 71.4% 72.1% 71.6 % 90 80 70 60 50 40 42.7% 41.0% 41.5% 40.5% 40.0% 30 32.7% 30.6% 28.6% 27.9% 28.4 % 20 Occupational mobility 10 Personal mobility 0 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 Modal distribution More than 50 % of journeys in the Barcelona Metropolitan Region are on foot or bicycle. The rest are using mecha- nized means: 32 % in a private vehicle and 19 % using public transport. 100 RAIL ON FOOT CAR PRIVATE NON-MOTORIZED MODES 97.1 % 87.0 % TRANSPORT MODES 90 61.9 % 5,093,700 7,798,962 80 32.0 % 49.1 % 70 60 50 40 BUS 30 36.7 % PUBLIC 20 VAN/LORRY TRANSPORT 0.9 % 3,002,474 10 OTHERS BICYCLE MOTORCYCLE 18.9 % 0 2.0 % 2.9 % 12.1 % OCCUPATIONAL PERSONAL PERSONAL MOBILITY MOBILITY MOBILITY The average car occupation declared by those surveyed in major groups of reasons – occupational and personal. the Barcelona Metropolitan Region is 1.6 people per vehicle. Thus, occupational mobility is eminently mechanized (only 22 % of journeys are on foot or by bicycle), while personal If the modal distribution is analysed according to the reason mobility is predominantly pedestrian (60 %). for the journey, a clear difference is found between two 59 System statistics Weekday mobility survey 2013 i index MODE OF tRANSPORt REASON FOR tRAVEL OCCUPAtIONAL PERSONAL OCCUPAtIONAL PERSONAL REtURN tOtAL MOBILItY MOBILItY REtURN JOURNEY JOURNEY Journeys Non-motorized modes 564,557 3,807,539 423,502 3,003,364 7,798,962 Public transport 828,289 840,535 656,711 676,939 3,002,474 Private transport 1,156,404 1,702,796 885,213 1,349,287 5,093,700 Total 2,549,250 6,350,870 1,965,427 5,029,590 15,895,137 % column Non-motorized modes 22.1 % 60.0 % 21.5 % 59.7 % 49.1 % Public transport 32.5 % 13.2 % 33.4 % 13.5 % 18.9 % Private transport 45.4 % 26.8 % 45.0 % 26.8 % 32.0 % Total 100.0 % 100.0 % 100.0 % 100.0 % 100.0 % % row Non-motorized modes 7.2 % 48.8 % 5.4 % 38.5 % 100.0 % Public transport 27.6 % 28.0 % 21.9 % 22.5 % 100.0 % Private transport 22.7 % 33.4 % 17.4 % 26.5 % 100.0 % Total 16.0 % 40.0 % 12.4 % 31.6 % 100.0 % With regard to the total stages in the various modes of transport, the 15.9 million journeys correspond to 17.5 million stages, giving an intermodality index of 1.1. MEANS OF tRANSPORt StAGES PERCENtAGE Walking 8,293,901 47.5 % Bicycle 252,884 1.4 % Total non-motorized 8,546,785 49.0 % Bus 1,421,018 8.1 % Metro 1,303,164 7.5 % Other rail (FGC, Commuter RENFE, Tram) 800,686 4.6 % Rest of collective public transport 170,455 1.0 % Total collective public transport 3,695,323 21.2 % Car 4,541,369 26.0 % Motorcycle 625,614 3.6 % Rest of private vehicles 47,421 0.3 % Total private vehicles 5,214,404 29.9 % Total stages 17,456,512 100.0 % Total journeys 15,895,137 Stages/journey ratio 1.1 The highest intermodality is found in public transport: 38 % of journeys using public transport are multimodal. The 1.15 million intermodal journeys each day on public transport break down into 45 % of journeys with a change to other public modes, 45 % of changes with private modes and 10 % with non-motorized means (on foot, by bicycle). 60 System statistics Weekday mobility survey 2013 i index Mobility and time The average duration of journeys in the Barcelona area is 21 minutes. TYPES OF TRAVEL MODE OF tRANSPORt AVERAGE DURAtION NON-MOtOR- PUBLIC PRIVAtE IZED tRANSPORt tRANSPORt MODES Intermunicipal 25.1 48.3 25.1 32.3 Intramunicipal 15.6 26.6 11.7 16.4 Average duration 16.1 36.8 19.0 20.9 Perceived travel time is 16 minutes on average in non- motorized modes, journeys using private transport have an average duration of 19 minutes while the average duration of journeys on public transport is higher, at 37 minutes. Naturally, journeys between towns consumer more time – in all modes – than intramunicipal journeys. The distribution of journeys during an average working day shows a peak mobility in the period between 5 and 8 p.m. DISTRIBUTION OF 1,600 40 JOURNEYS ON A WORKING DAY 1,400 35 1,200 30 1,000 25 800 20 UNITS: THOUSAND JOUR- NEYS/AVERAGE DURATION (MIN)/TIME BRACKET 600 15 400 10 Journeys 200 5 Duration 0 0 0 h 1 h 2 h 3 h 4 h 5 h 6 h 7 h 8 h 9 h 10 h 11 h 12 h 13 h 14 h 15 h 16 h 17 h 18 h 19 h 20 h 21 h 22 h 23 h Occupational mobility is distributed over two waves: the morning, with the peak between 7 and 8 a.m. and the afternoon, where it is much smaller, peaking between 3 and 4 p.m. On the other hand, personal mobility has two important waves, in the morning (10-11 a.m.) and the afternoon (4-6 p.m.). 61 System statistics Weekday mobility survey 2013 i index REASON 800 FOR TRAVEL 700 UNITS: THOUSAND JOUR- NEYS/TIME BRACKETHORÀRIA 600 500 Occupational mobility 400 Personal mobility 300 Personal return journey home 200 Occupational return 100 journey home 0 0 h 1 h 2 h 3 h 4 h 5 h 6 h 7 h 8 h 9 h 10 h 11 h 12 h 13 h 14 h 15 h 16 h 17 h 18 h 19 h 20 h 21 h 22 h 23 h If the time per mode of transport is analysed, the relative noon/evening compared to the morning, and a double uniformity of the distribution of public transport through- wave in journeys on foot with peaks in mid-morning and out the day can be seen, with 8 a.m. as the peak time, mid-afternoon. a greater concentration of private transport in the after- MODES OF 800 TRANSPORT 700 600 500 UNITS: THOUSAND JOURNEYS/TIME BRACKET 400 300 Non-motorized modes 200 Private transport 100 Public transport 0 0 h 1 h 2 h 3 h 4 h 5 h 6 h 7 h 8 h 9 h 10 h 11 h 12 h 13 h 14 h 15 h 16 h 17 h 18 h 19 h 20 h 21 h 22 h 23 h 62 System statistics Weekday mobility survey 2013 i index Mobility flows Both in flows between metropolitan areas (linking the The most important relations between counties occur city of Barcelona with the 17 municipalities of the first between the Barcelonès and Baix Llobregat counties ring and with the rest of the metropolitan region) and in (621,000 journeys/day) and between the Barcelonés flows between the 7 counties of the region the polarity and Vallès Occidental counties (397,000 journeys/day). of Barcelona is noteworthy. FLOWS BETWEEN THE 7 COUNTIES OF THE REGION FLOWS BETWEEN THE 7 COUNTIES OF THE REGION JOURNEYS EXPRESSED IN THOUSANDS JOURNEYS EXPRESSED IN THOUSANDS 37 40 OUtSIDE RMB 28 37 55 101 4,794 35 33 22 731 92 132 314 185 213 23 397 162 2,805 27 122 621 502 11 27 196 19 474,932 1010 48 RESt OF RESt OF RESt OF BARCELONA *Only flows of 20,000 journeys/day RMB AMB StI FIRSt or more have been considered RING County self-containment is high throughout the territory, but municipally (journey starting point and destination in the same municipality) it only exceeds 80% in the Barcelonès county. COUNtY SELF-CONtAINMENt MUNICIPAL COUNtY Alt Penedès 60,6 % 84,0 % Baix Llobregat 59,6 % 76,6 % Barcelonès 82,3 % 92,4 % Garraf 64,2 % 78,2 % Maresme 62,4 % 82,6 % Vallès Occidental 66,0 % 85,2 % Vallès Oriental 59,3 % 81,8 % 63 System statistics Weekday mobility survey 2013 i index The level of use of private vehicles in these flows is very different: the public transport/private vehicle ratio in the city of Barcelona (1.83) and in flows with Barcelona (1.64, 1.01 and 0.93) is radically opposed to the rest of the flows, in which the use of private vehicles prevails. An analysis by counties shows that only in intracounty journeys in the Barcelonès is the public transport / private transport ratio >1. PUBLIC / PRIVATE TRANSPORT RATIO OUtSIDE RMB 0.18 0.05 0.11 0.20 VALLÈS ORIENtAL 0.11 VALLÈS MARESME 0.21 OCCIDENtAL 0.11 0.38 0.26 0.43 0.04 BAIX BARCELONÈS 0.11 0.93 ALt PENEDÈS LLOBREG At 1.68 1.01 1.83 0.36 0.17 1.64 0.71 GARRAF RESt OF RESt OF RESt OF BARCELONA RMB AMB StI FIRSt 0.09 RING City of Barcelona Taken overall, the journeys of residents in the city of Barcelona are clearly more sustainable than those of the rest of the population: more than 57 % of journeys are made on foot or by bicycle, and almost 28 % using public transport. MOBILITY WITH VEHICLES IN BARCELONA NON-MOTORIZED NON-MOTORIZED MODES MODES 3.9 % 57.4 % PUBLIC TRANSPORT PRIVATE 27.6 % TRANSPORT 42.2 % 1.76 millions 4.93 millions PRIVATE TRANSPORT 15.0 % PUBLIC TRANSPORT 53.9 % CONNECTION INTERNAL 64 System statistics Weekday mobility survey 2013 i index Private transport in the city of Barcelona has the same vol- ume of internal journeys as connections. It is based to a very considerable extent on the use of motorcycles, repre- senting 45 % of internal journeys using a private vehicle. MOBILITY WITH PRIVATE VEHICLES IN BARCELONA VAN/LORRY VAN/LORRY 1.6 % 0.8 % MOTORCYCLE 14.5 % 0.77 millions 0.66 MOTOR- millions CAR CYCLE 53.9 % CAR 45.3 % 84.1 % CONNECTION INTERNAL Citizens’ perceptions Reason for use of private vehicles The people who opt to use private transport were asked what their reason was for choosing this mode of transport. The three most common causes are the convenience of a private vehicle (28 %), the lack of a public transport alternative (21 %) and the fact that public transport is slower (18 %). REASONS TO USE CAR/MOTORCYCLE It is more convenient 28.2% Lack of supply / 21.4 % Inadequate supply of public transport It is faster than public transport 18.2 % Because someone takes me 8.6 % It is cheaper than public transport 5.8 % Because I have more freedom 5.2 % I go by car/motorcycle because 4.1 % I have no alternative I prefer private transport to public transport 2.6 % It is easy to park where I go 2.3 % I have a lot of things to do/I accompany people 2.2 % I am unfamiliar with public transport 0.4 % 0% 5% 10% 15% 20% 25% 30% 65 System statistics Weekday mobility survey 2013 i index Most used modes of public transport The population that uses public transport (those who claimed to use it) were asked whether or not they use the different means of public transport existing in the Barcelona Metropolitan Region. 73 % of the population stated that they travelled by metro, which is the most used mode of transport. On the contrary, the middle-distance Renfe train service and the tram are the least used (never or almost never) and only about a quarter of the population uses them. USE OF PUBLIC 100 TRANSPORT 77.9 % 74.5 % 73.0 % 70.6 % 65.2 % 53.6 % 44.6 % 42.1 % 26.7 %90 80 70 73.3 % 60 57.9 % 50 53.4 % 40 46.4 % 30 34.8 % Never / 29.4 % Almost never 20 27.0 % 22.1 % 25.5 % 10 Yes 0 REGIONAL TRAM INTERURBAN TAXI URBAN BUS FGC URBAN BUS RENFE METRO / MIDDLE BUS OTHER BCN (TMB) COMMUTER DISTANCE MUNICIPALITIES NETWORK RENFE TRAIN The main reason why public modes of transport are used varies between segments of population. Not having a car (answer no. 4), not having a driving licence (answer no. 8) or not having any other alternative (answer no. 6) are the replies in 22 % of cases, while the segment of people without studies and students make greater use of public transport. Women use public trans- port more than men. The economic reason is the most cited cause of choosing public transport: for all population segments it is one of the main reasons for travelling on public transport. A matter of conviction as the motive for choosing public transport, such as social/environmental awareness (answer no. 9) is only relevant in the responses given by students and in the segment of those under 30 years of age. 66 System statistics Weekday mobility survey 2013 i index REASONS FOR USE THE PUBLIC TRANSPORT GENDER AGE PROFESSIONAL SItUAtION LEVEL OF StUDIES tOtAL MALE FEMALE 16-29 30-64 65 OR ACtIVE ACtIVE REtIRED HOUSE- StUDENt NO PRIMARY SECOND- UNIVER- OLDER EM- UNEM- OR PEN- WORk StUDIES ARY SItY PLOYED PLOYED SIONER It is cheaper than 19.4 % 16.0 % 16.9 % 18.5 % 15.0 % 18.8 % 15.3 % 15.4 % 15.8 % 14.9 % 14.9 % 16.9 % 16.7 % 18.7 % 17.4 % the car It is more convenient 19.1 % 15.7 % 13.0 % 17.6 % 19.2 % 17.4 % 15.3 % 19.1 % 14.0 % 13.3 % 12.8 % 16.1 % 16.6 % 18.9 % 17.1 % It is hard to park 15.9 % 16.1 % 11.5 % 18.7 % 12.8 % 18.0 % 15.8 % 14.3 % 21.8 % 7.5 % 5.8 % 14.6 % 16.9 % 17.4 % 16.0 % where I go I don’t have a car 8.4 % 13.7 % 14.9 % 8.6 % 16.2 % 8.7 % 12.1 % 14.6 % 7.8 % 15.7 % 22.2 % 14.8 % 11.6 % 7.9 % 11.5 % It is quicker than by car 8.4 % 9.6 % 8.9 % 10.5 % 5.6 % 10.2 % 11.1 % 5.8 % 14.6 % 8.8 % 6.2 % 8.3 % 8.7 % 10.3 % 9.1 % I use public transport 4.1 % 7.2 % 6.9 % 3.9 % 10.4 % 2.8 % 5.8 % 9.6 % 6.5 % 8.1 % 18.2 % 7.7 % 5.7 % 3.3 % 5.9 % because I have no alternative It is less stressful 5.9 % 4.5 % 3.9 % 5.0 % 6.4 % 5.1 % 3.5 % 6.4 % 3.2 % 4.1 % 6.8 % 5.5 % 4.5 % 5.2 % 5.1 % I don’t have a driving 3.1 % 4.9 % 8.2 % 3.2 % 3.4 % 3.7 % 3.4 % 3.3 % 5.1 % 11.5 % 5.2 % 5.8 % 4.8 % 2.5 % 4.2 % licence It is less polluting / 4.7 % 3.5 % 4.4 % 3.5 % 2.1 % 4.8 % 4.1 % 2.4 % 1.6 % 8.1 % 0.2 % 1.9 % 4.3 % 5.6 % 4.0 % social awareness I prefer private transport 4.2 % 3.7 % 2.5 % 4.4 % 3.7 % 4.2 % 3.6 % 4.2 % 2.2 % 2.6 % 2.2 % 2.9 % 4.0 % 4.7 % 3.9 % to public transport Because public trans- 3.0 % 2.1 % 3.0 % 2.2 % 2.7 % 2.2 % 2.7 % 2.4 % 2.9 % 3.4 % 3.2 % 2.1 % 2.9 % 2.3 % 2.5 % port works well and the supply is good Traffic problems 1.5 % 1.4 % 1.2 % 1.8 % 0.6 % 1.9 % 1.8 % 0.6 % 2.6 % 1.0 % 1.1 % 0.7 % 1.6 % 1.9 % 1.4 % I am less likely to have 1.1 % 0.6 % 0.7 % 0.8 % 0.8 % 0.8 % 0.7 % 0.9 % 0.9 % 0.7 % 1.4 % 1.4 % 0.6 % 0.5 % 0.8 % an accident 67 System statistics Weekday mobility survey 2013 i index Satisfaction and safety of modes of transport As far as the satisfaction with the various modes of trans- port is concerned, the highest rating, on a scale of 0 to 10, is obtained by walking. Public modes of transport, although receiving a good rating, are the least valued. However, in recent years the rating they obtain has improved steadily. SATISFACTION WITH USE OF PUBLIC TRANSPORT MEANS OF tRANSPORt 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 Walking 7.8 7.7 8.2 8.2 8.1 8.2 8.2 8.4 8.5 Bicycle 8.1 7.6 7.9 7.3 7.6 7.6 7.7 7.7 8.2 8.4 Motorcycle 8.0 7.8 8.5 7.9 8.2 7.6 7.8 7.8 8.1 8.3 Car 7.5 7.8 7.5 7.5 7.6 7.5 7.7 7.5 7.8 7.8 Tram 6.8 7.6 7.0 7.5 7.0 7.0 7.2 7.6 7.5 FGC 7.1 7.5 6.8 7.3 7.0 6.9 6.9 7.5 7.4 Taxi 6.4 6.3 6.8 6.2 6.5 6.6 6.6 6.5 7.2 7.3 Metro 6.5 6.3 6.9 6.2 6.7 6.5 6.6 6.6 7.1 7.2 Barcelona urban bus (TMB) 6.4 6.2 6.4 6.5 6.5 6.6 7.0 7.1 RENFE regional/middle distance 6.8 5.9 6.2 6.0 6.1 6.8 6.9 Urban bus other towns (Not TMB) 6.3 5.8 6.4 6.2 6.0 5.8 6.8 6.8 Interurban bus 6.1 6.5 5.6 6.0 5.9 5.9 6.0 6.8 6.8 RENFE commuter network 6.4 5.5 5.8 6.1 6.1 6.3 6.7 6.6 In the evaluation of safety, walking and public transport are the modes of transport considered to have the least risk of accidents. On the other extreme is the motorcycle, which is perceived as the most dangerous mode. SAFETY IN MEANS OF TRANSPORT MEANS OF tRANSPORt MEANS OF INSECURItY Motorcycle/Moped 5.4 Bicycle 4.2 Car as passenger 4.1 Car as driver 3.9 Public transport 2.7 Walking 1.9 68 System statistics Weekday mobility survey 2013 i index Covering aspects of both satisfaction and safety of modes of transport, the residents of towns with more than 30,000 inhabitants were asked their opinion of actions and pro- posals that are applicable to urban areas. In a scale of 0 (completely disagree) to 10 (completely agree), the opinion on new proposals concerning mobility proved, to a high extent, to be favourable to measures such as facilitating parking by residents in their own neighbourhood, the compulsory use of a helmet for cyclists and increasing speed and alcohol controls. On the other hand, allowing cyclists to ride along pavements was clearly rejected. AVERAGE RAtING OF MOBILItY MEASURES tOtAL RMB Giving special treatment to residents to park in their neighbourhood 8.1 Requiring cyclists to wear a helmet in towns/cities 7.7 More speed and alcohol controls 7.7 Creating more cycle lanes or adapting more roads for bicycles 7.2 Transforming more roads for exclusively pedestrian use 6.7 Creating more parking spaces for bicycles 6.6 Placing bus lanes, or increase the number of bus lanes, to reduce journey times 6.6 Extending parking spaces for motorcycles on roads in towns/cities 6.0 Allowing cyclists to ride on pavements, together with pedestrians 2.8 4 Audit Report 70 Audit Report i index 71 Audit Report i index 72 Audit Report i index 73 Audit Report i index 74 Audit Report i index 75 Audit Report i index 76 Audit Report i index 77 Audit Report i index 78 Audit Report i index 79 Audit Report i index 80 Audit Report i index 81 Audit Report i index 82 Audit Report i index 83 Audit Report i index 84 Audit Report i index 85 Audit Report i index 86 Audit Report i index 87 Audit Report i index 88 Audit Report i index 89 Audit Report i index 90 Audit Report i index 91 Audit Report i index 92 Audit Report i index 93 Audit Report i index 94 Audit Report i index 95 Audit Report i index 96 Audit Report i index 97 Audit Report i index 98 Audit Report i index 99 Audit Report i index 100 Audit Report i index 101 Audit Report i index 102 Audit Report i index 103 Audit Report i index 104 Audit Report i index 105 Audit Report i index 106 Audit Report i index 107 Audit Report i index 108 Audit Report i index 109 Audit Report i index 110 Audit Report i index 111 Audit Report i index 112 Audit Report i index 113 Audit Report i index 114 Audit Report i index 115 Audit Report i index 116 Audit Report i index 117 Audit Report i index 118 Audit Report i index 5 Budget for 2014 120 Budget for 2014 i index Budget for 2014 STATEMENT OF EXPENSES ARt. NAME AMOUNt 2014 (€) Chapter 1 Staff costs 13 Employees 1,368,154.92 16 Insurance and Social Security contributions 302,000.00 Total chapter 1 1,670,154.92 Chapter 2 Current expenses for goods and services 20 Rent and royalties 76,104,000.00 21 Repairs and maintenance 946,458.83 22 Material, supplies and others 471,651,654.38 23 Severance indemnities 100,000.00 24 Publication expenses 100,000.00 Total chapter 2 548,902,113.21 Chapter 3 Financial expenses 34 Guarantees, deposits and others 5,000.00 Total chapter 3 5,000.00 Chapter 4 Current transfers 40 Current transfers 5,160,989.28 44 To public companies and other public bodies of the Catalan Government 41,015,204.98 46 To local bodies and corporations 370,975,635.61 47 To private companies 72,508,705.33 48 To not-for-profit institutions 15,000.00 49 Exterior transfers 10,000.00 Total chapter 4 489,685,535.19 Chapter 6 Investments in assets 62 Investment in machinery, plant and tools 30,000.00 64 Investments in furniture and fittings 30,000.00 65 Investments in data-processing and telecommunications equipment 1,160,720.47 Total chapter 6 1,220,720.47 Chapter 7 Capital transfers 77 To private companies 47,599,138.89 Total chapter 7 47,599,138.89 Total statement of expenses 1,089,082,662.69 121 Budget for 2014 i index STATEMENT OF INCOME ARt. NAME AMOUNt 2014 (€) Chapter 3 Charges, goods and other income 31 Services rendered 76,177,000.00 39 Other income 475,260,276.46 Total chapter 3 551,437,276.46 Chapter 4 Current transfers 40 From state public sectors 94,918,740.00 41 From the Administration of the Catalan Government 230,130,974.00 46 From local bodies and corporations 164,053,041.15 Total chapter 4 489,102,755.15 Chapter 5 Investment income 52 Interest on deposits 30,000.00 Total chapter 5 30,000.00 Chapter 7 Capital transfers 71 From autonomous communities 48,512,631.08 Total chapter 7 48,512,631.08 Total statement of income 1,089,082,662.69 Credits Published by Autoritat del Transport Metropolità – Metropolitan Transport Authority c/ Muntaner, 315-321 08021 Barcelona T. (+34) 93 362 00 20 F. (+34) 93 362 00 22 e-mail: atm@atm.cat www.atm.cat Legal deposit DL 11361-2013 Design, editing and production Pixtin Printing Reial Color SL Photography Marc Vila archive and photographic archive of the ATM and of the transport operators (TMB, FGC, Renfe, TRAM, Soler i Sauret and Autocars Font) All rights reserved © of edition and texts Autoritat de Transport Metropolità © of photographs, the respective photographers Barcelona, july 2014