Integrated passenger transport

 

In general about the Integrated passenger transport

The integrated system is an organization of passenger transport based on the common tariff of carriers in regular passenger transport in the wider service area, which operates several forms of transport and transport companies with a harmonized timetable and frequent number of departures (tact timetables – departures at equal intervals – for example 10, 20, 30 or 60 minutes). In such an organization of transport, the user of the service – the passenger, can realize his journey by buying and using one ticket. The backbone of the system is the railway.

Advantages of the integrated system: harmonized timetables between carrier operators, increased quality of passenger transport by increasing travel speed, ie shortening waiting time and travel time, reducing operating costs due to elimination of parallel lines of several carriers on the same route, increased revenues of transport companies due to increased transport performance , that is due to the increase in the number of trips, increase in the share of public transport in the total number of realized trips by mechanized forms of transport, while reducing individual motor traffic and positive environmental effects in reducing environmental pollution (in accordance with EU strategic documents – White Paper 2011).

Figure 1: IPP scheme; source www.szz.hr

The proposal of a new model of organization of public passenger transport, ie application of the IPP model in the field of research is based on experiences gathered in EU cities and regions, where such a system has been operating for many years, as well as on analysis of possibilities and justification of adaptation of existing organization. public passenger transport to the new model.

The basic characteristics of the proposed new model are a more pronounced role of the urban-suburban railway, which should take over the role of the carrier of public passenger transport in the peripheral urban and suburban areas. Suburban bus lines should be shortened and relied on the city suburban railway wherever possible and justified. Tram traffic would retain its dominant role in the narrower area of ​​the City of Zagreb, until the construction of a new high-speed city rail system. City bus lines would also retain the current concept of organization with reliance on tram traffic, and on rail traffic, if possible and justified.

Figure 2. Network of lines in public transport of passengers in the region

The basic preconditions for the integration of transport systems are: common tariff, common revenue, harmonized timetables, common administration.

The full advantage of the IPP model can be achieved by certain adaptations of the transport infrastructure, which especially refers to the devices of intermodal points, terminals and stops, which should ensure the most painless transition from one form of transport to another.

In order to have a transparent approach in planning the construction and arrangement of these intermodal points, the developers of the proposed IPP model proposed the categorization of intermodal points as attached in the table.

An important feature of the new concept of the organization of urban suburban passenger transport, as one of the subsystems of the future IPP model, is the tact timetable with regular departure intervals. According to the project contractor’s proposal, these would be intervals on average every 10-30 minutes.

In the development of such a timetable, in addition to the regular frequency, ie the interval of departures, it is necessary to take special care of the mutual coordination of departures of different forms of transport. This mainly refers to the adjustment of bus timetables. which must be adjusted in such a way as to allow passengers in the transition from bus to train sufficient, but not excessive, time for that transition. Of course, it is necessary to take into account the mutual coordination of departures in the railway subsystem itself, so that passengers from one train line can cross to another line without much waiting.

The proposal to run bus lines in the new organization of public urban and suburban passenger transport adapted to the IPP model presupposes significant interventions in adapting the transport infrastructure to the IPP model, which mostly refers to the arrangement of intermodal checkpoints, which are mostly not arranged at the required level.