EMTA Barometer

2019 – Based on 2017 Data

Barometer 2019 – based on 2017 data

EMTA- European Metropolitan Transport Authorities
 then until May 2019 our colleague Mr. Aldecoa

FOREWORD
from CRTM Madrid, supervising the Barometer
data collection with great devotion, has lived
through an amazing process of indulgence,
double-checking figures produced by the
members to make sure data delivered matches
revised definitions and descriptions. I would like
to use the opportunity to thank him for his
relentless efforts on the Barometer: Muchas
Gracias Javier!

In the end it is the key question if EMTA manages

to assure an outcome that is truthful and
verifiable. Societal change and the impact of ICT
and IoT create new challenges on what is needed
to know about sustainability, renewable energy
use digitalization of user data and impacts on
fundamental changes in the responsibilities of
transport authorities towards private service
providers. The uptake of shared mobility services
induces a different type of need of user data.
Validation of data requires alertness: we need to
consistently review the definitions and collection
methods and sources from which data originate.

Methods used to collect data continue to vary, it is

clear that EMTA needs to reinvent the Barometer
product and the process of achieving it. In the
second half of 2019 an attempt will be made to
revamp the EMTA Barometer working group.
Member experts but also colleagues from the
“Change is the law of life. And those who look only academic sphere shall be invited to rally and
to the past or present are certain to miss the examine what performance data is actually
future.” -John F. Kennedy useful and important to collect.

After that, obviously, the feasibility of those wants

and needs and the methods and tools that could
be employed to achieve these objectives will be
examined. But first, it is about finding out what
data our members, our colleagues in research
In the preparation of a benchmark tool, especially and you, our readers, consider most useful and
one that can build on a life time of 15 years like the necessary to grasp figures that should paint a
Barometer no one is particularly keen to absorb clear and truthful picture of transport system
countless nuances in definitions or parameters. performance in our European metropolitan
Those seemed to have been working accurately areas.
for years so why bother changing them.
My utter gratitude to everyone that has helped to
Although in fact quite restricted, the attitude put this Barometer with 2017 data together. Let’s
towards the review of some descriptions and learn from this one and make this release even
parameters launched by the Barometer 2017 better in the years to come!
proved no exception. Colleagues and experts
from EMTA members in charge of data have taken Ruud van der Ploeg.
on the challenge to address the re-examined EMTA Secretary general
parts of their particular way of data collection to
make them compliant with changes presented in
the meeting in Amsterdam last November. From
 INDEX

GENERAL TERMINOLOGY ........................................ 4

EMTA Barometer ....................................................... 8
GENERAL INFORMATION ...................................... 10
1. Public transport authorities´ partners............................................................................................... 10
2. Description of the PTA (1) area surveyed ............................................................................................. 21
3. PTA´s main city shape .............................................................................................................................22
4. PTAs administrative limits ................................................................................................................... 24
5. Evolution of population in PTA´s areas ............................................................................................. 25
MOBILITY ................................................................... 26
6. Car ownership rate ..................................................................................................................................26
7. Modal share in main cities & PTA areas .............................................................................................27
8. Urban density and modal split in sustainable transport modes ................................................ 28
SUPPLY .....................................................................30
9. Ratio of stops or stations per 100,000 inhabitants in PTA area ................................................... 30
10. Ratio of length network per 100,000 inhabitants in PTA area....................................................... 31
11. Ratio of length network per PTA surface ...........................................................................................32
12. Vehicles-km per inhabitant and PTA area ....................................................................................... 33
TRIPS ......................................................................... 36
13. Public transport demand per inhabitant in PTA areas ...................................................................36
14. Public transport demand trends ......................................................................................................... 38
15. Change in population vs transport demand in PTA area ...............................................................39
SERVICE QUALITY .................................................. 40
16. Commercial speed.................................................................................................................................. 40
FARES .......................................................................42
17. Ticket price for the main city and PTA area ...................................................................................... 42
FINANCIAL .............................................................. 44
18. Coverage of operational costs ............................................................................................................ 44
19. Cost operation per inhabitant .............................................................................................................. 45

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EMTA Barometer 2019 (based on 2017 data)
 GRAPHICS AND ILLUSTRATIONS

T1. PTA urban description ............................................................................................................................ 21

T2. PTA´s main city shape 1 ...........................................................................................................................22
T3. PTA´s main city shape 2 ..........................................................................................................................23
T4. PTAs administrative limits ................................................................................................................... 24
T5. Evolution of population in PTA´s áreas between 2013 to 2017 ..................................................... 25
T6. Population in main cities and PTA´s areas ....................................................................................... 25
T7. Car ownership versus modal share of private motorised vehicles in main city.....................26
T8. Car ownership versus urban density in PTA area ...........................................................................26
T9. Modal share of trips in main city ..........................................................................................................27
T10. Modal share of trips in PTA area ..........................................................................................................27
T11. Urban density vs modal split in sustainable transport modes in the main cities .................. 28
T12. Urban density vs modal split in sustainable transport modes in the PTA areas ................... 28
T13. Ratio of stops or stations in PTA area per mode ............................................................................. 30
T14. Ratio of length network in PTA area per 100,000 inhabitants in PTA area ................................ 31
T15. Ratio of length network per 1,000 km² of the PTA area ..................................................................32
T16. Bus & tram km per PTA area´ inhabitant ........................................................................................... 33
T17. Light rail, metro, commuter train (*) and others transport modes vehicles km per PTA area´
inhabitant .................................................................................................................................................. 34
T18. Number of trips per inhabitant in the public transport ..................................................................37
T19. Trends public transport demand in millions boarding per year ................................................. 38
T20. Change in population vs change in transport demand in the PTA´ area ....................................39
T21. Commercial speed for transport modes .......................................................................................... 40
T22. Single trip ticket price (€) ..................................................................................................................... 42
T23. Monthly pass ticket price (€)................................................................................................................ 42
T24. Coverage by public subsidies vs coverage by fare revenues per PTA area inhabitants ..... 44
T25. Annual cost of PT operation per inhabitant ...................................................................................... 45

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EMTA Barometer 2019 (based on 2017 data)
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EMTA Barometer 2019 (based on 2017 data)
 GENERAL TERMINOLOGY
Within this section, definitions are presented for different terminology used within the current
document. Focus lie son those terminologies that require a specific definition in order to enhance
comparability between countries.

CONCEPT DEFINITION

Average number of trips Eurostat: “The average number of trips made by a person from the
per person / per day reference population on an average day”
Car ownership rate Number of privately owned automobiles in the main city divided by the
number of inhabitants of the main city and multiplied with 1000.

Daily journey The average number of journeys undertaken by an inhabitant of the

main city on an average day (total amount of journeys in the main city
on an average day divided by the number of inhabitants of the main
city)

Dedicated surface Streches where tram, bus or both operate on infrastructure that is
infrastructure separated from individual motorvehicle traffic (Shared use with taxis
is possible in this category) e.g. dedicated bus lanes. The manner of
seperation is irrelevant (e.g. lanes simply drawn, separated
pathways, elevated pathways, etc.)

EMTA European metropolitan transport authorities

https://www.emta.com/

EUROSTAT European Statistical Office is a Directorate-General of the European

Commission. Its main responsibilities are to provide statistical
information to the institutions of the European Union (EU) and to
promote the harmonisation of statistical methods across its member
states and candidates for accession as well as EFTA countries
http://eurostat.com/

Fuel type Eurostat: “The type of fuel (energy carrier) used in a vehicle: petrol,
diésel, petrol-hybrid, diésel-hybrid, electric vehicle, LPG, CNG,
Hydrogen, other”.

GDP Gross domestic product (GDP) is a monetary measure of the market

value of all the final goods and services produced in a period of time,
often annually

Journey The sum of trips that enable the movement from a meaningful origin
(e.g. home) to a specific destination for a meaningfu(e.g. office) with a
single purpose (e.g. going to work). A journey ends when an acitivity
takes place that fulfills a different purpose (e.g. grocery shopping). A
stop for grocery shopping concerns a meaningful activity on the way
home from the office and splits the movement from the office to home
into two journeys (Office-Store and Store-Home) The various trips
that compile a journey can each be carried out by a different mode of
transportation each.

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EMTA Barometer 2019 (based on 2017 data)
Light rail Light rail, light rail transit (LRT), or fast tram is a form of urban rail
transit using rolling stock similar to a tramway, but operating at a
higher capacity, and often on an exclusive right-of-way

Main city Most significant city in the PTA area (usually the most populated city;
may also be the economically most predominant city)

Main travel mode Eurostat: “The travel mode that is identified as the main mode as a result
(motorized vehicles, for the longest distance: passenger car (total, as driver, as passenger),
walking, cycling, …) taxi (as passenger), van/lorry, motorcycle/moped, bus/coach,
tram/metro, train (split up for total, high-speed rail, regular train and
urban rail), aviation (total), waterways (total), cycling, walking, as well
as the category other”.

Metro Is a type of high-capacity public transport generally found in urban

areas. Unlike buses or trams, rapid transit systems are electric
railways that operate on an exclusive right-of-way, which cannot be
accessed by pedestrians or other vehicles of any sort, and which is
often grade separated in tunnels or on elevated railways

Modal share of PT Percentage of journeys in the main city that include at least one trip on
a mode of public transportation (in connection with other modes, if
applicable)

Monthly pass Price of a monthly subscription for adults that allows unrestricted
travel in the main city (covering the entire or at least vast majority of
the main city)
Network length Length of the network per mode. If several lines of the same mode of
transport run on the same stretch of infrastructure for a particular
section, this section of the network may only be counted once in this
calculation.

Passenger kilometres per Annual distance travelled by passengers per mode. In cases where
mode per year more than a 20% proportion of a line extends beyond the PTA's
jurisdiction, only trips made in entirely in the PTA area are considered
here.

Place-km Place kilometres produced in commercial service (excluding

deadhead runs from and to depots). Places are fixed seats (not
including folding seats) and the space for standing passangers with
one square metre representing space for four standing passengers (4
passengers/m²)

PT Public transport
PTA Public transport authority
PTA area The area of competence for which the PTA carries the key
responsabilities
Seats-km Seat kilometres produced in commercial service (excluding
deadhead runs from and to depots). Seats thereby only consider fixed
seats, not including folding seats.

Single ticket price Price of a single ticket as offered in vending machines (not
considering travel card fares) for travel in the main city. (It is thereby
not significant whether this ticket is valid for one journey or a certain
time periode).

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EMTA Barometer 2019 (based on 2017 data)
 Soft modes It refers to walking and cycling
Stage Eurostat:”Is an uninterrupted movement making use of one transport
mode, including any waiting time directly before or during the
movement”.

Sustainable transport It refers to walking, cycling and public transport

mode

Total amount of other Other revenues are considered revenues apart from public subsidies
revenues or fare revenues. These include: taxes (i.e. versement transport),
advertisements, land revenues, rent income.

Total cost of operation Annual service operation cost of public transport in the PTA area of all
services under the jurisdiction of the PTA. Operating costs include
expenditure on staff (including social security contributions and
pensions), energy expenditure, purchases of external goods and
services (including subcontracting), vehicle maintenance
expenditure , miscellaneous costs (e.g. rental), financial costs,
depreciation expenditure, taxes and duties. Please not include special
maintenance or investment programs for infrastructure and vehicles
but rather the express the cost connected to the creation of the public
transport supply.

Total public subsidy Annual amount of subsidy provided for Public Transport service
provision in the PTA area(service operation related subsidy only)

Total revenue from ticket Annual revenue from ticket sales in the PTA area from all services
sales under the jurisdiction of the PTA.

Travel mode All general modes of transport used during a trip or journey: air, rail,
road and water.

Travel time Eurostat: “The time spent travelling from the moment of departure to
the moment of arrival. The travel time includes the time spent waiting
between two successive stages”.

Trip A displacement making use of a single transport mode, including any

waiting time directly before the movement.
Eurostat: “A trip is defined as change in location made in one or a
series of stages. The change of location is not based on the start and
end point being different, but on leaving the starting point for a certain
amount of time”.

Vehicle kilometres Total distance covered by vehicles of each mode in commercial

service annually (excluding deadhead runs from and to depots)

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EMTA Barometer 2019 (based on 2017 data)
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EMTA Barometer 2019 (based on 2017 data)
 EMTA Barometer
The EMTA Barometer is an initiative of the European metropolitan transport authorities,
https://www.emta.com/ as a reflection exercise on the mobility generated in the metropolitan
areas associated with this organization. A group of 25 European public transport authorities,
together with Greater Montreal, annually share more than 200 indicators.

EMTA Barometer analyzes annually the most important indicators in terms of mobility in the
associated metropolitan areas, assessing the general trends that are presented annually based on
the investments made or the changes in mobility behaviors. In particular, 217 indicators are
analyzed, distributed as follows:

- General urban information: 12

- Mobility: 14
- Transport supply: 72
- Transport demand: 32
- Service quality: 32
- Transport fleet: 40
- Other indicators: 2
- Public transport fares: 9
- Financial: 4

For the realization of this report with 2017 data has been provided in a disinterested way by the
different transport authorities. In the set of the 26 metropolitan areas there are about 90 million
people (88,833,797) with a total GDP of more than one million euros (1,019,904 €).

The set of metropolitan areas move 23,878 million passengers per year in all the metropolitan
areas. In a disaggregated way, buses move 42.9% of total mobility; tram 9.91%; light rail 1.70%; metro
29.57%; train 15.25%; and other modes 0.67%.

In terms of the length of the main networks, a total of 43,229 km of streets are used by urban buses;
213,956 km of roads by the metropolitan bus lines; 2,240 km for the tram; 43, 429 km for the light rail;
2,102 km of tracks by the metro; 15,322 km by the train (commuter and regional); and 195 km for other
transport modes.

About financial terms, the total cost of the transport system amounts to 36,701 million euros; of
which 18,494 million are recovered with the rates; and 14,679 million are contributed by the public
administrations.

The report is structured in seven chapters. The first one is an introductory one of the demographic
and urbanistic situation of the metropolitan associated areas and the following ones gather the
main data of mobility, supply, trips, service quality, fares and financial.

You can check all the reports made on the EMTA website https://www.emta.com/ .

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EMTA Barometer 2019 (based on 2017 data)
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EMTA Barometer 2019 (based on 2017 data)
GENERAL INFORMATION
1. Public transport authorities´ partners

Vervoerregio Amsterdam
Amsterdam
www.vervoerregio.nl

Vervoerregio Amsterdam is the name of the Transport Authority

Amsterdam. As a partnership of 15 municipalities it is the legal
entity responsible for commissioning public transport (bus, tram
and metro) in the entire Amsterdam area. The organisation
continues to work on improving connectivity and multimodal
accessibility of the Amsterdam metropolitan region and its
inhabitants, to enable quality of life, housing, leisure and
employability. Strong focus is put on regional transport and
© Wiebke Wilting; VRA traffic including planning and financing of public infrastructure
for all modes on road safety and on smart mobility. Collaboration
and co-creation with private and public stakeholders, improving
sustainability as well as customer-centric working are key.

Autoritat del Transport Metropolità (ATM)

Barcelona
www.atm.cat

The Metropolitan Transport Authority (Autoritat del Transport

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. Its principal functions are Financing of the system,
Planning (Infrastructure planning, Mobility Master Plan) and the
Integrated Fare System in 346 municipalities (Management and
common technology) among others. 2016 data: 955,2 million trips
per year in public transport services in a network-length of more
than 16,000 km.
© ATM

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EMTA Barometer 2019 (based on 2017 data)
 Verkehrsverbund Berlin-Brandenburg (VBB)
Berlin
www.vbb.de

The Verkehrsverbund Berlin-Brandenburg is the public

transport authority covering the federal states of Berlin and
Brandenburg – the capital area of Germany. The VBB can trace
back its roots as far as to the German Unification Contract in
1990. Feeling the necessity to reconnect Berlin to the
surrounding Brandenburg and to create a high-quality public
transport were the reasons for introducing the VBB as a
common public transport authority. The main tasks of VBB are
© VBB the co-ordination of the services of around 40 public transport
companies and their better connections, the introduction and
development of a common fare system and the improvement
and quality control of public transport services. Also, the VBB
assists the authorities in charge of public transport in planning,
tendering and management of regional railway services.

Consorcio de Transportes de Bizkaia (CTB)

Bilbao
www.cotrabi.eus

It was founded in 1975 as a local entity with its own legal identity
and independent of the entities within the consortium. It is
made up by the Basque Government, the Biscay Provincial
Government, the Bilbao City Council, and other city councils
that control areas through which the Bilbao Metropolitan
Railway runs. Its work was initially begun with the fundamental
objective of building the Bilbao Metro and to manage public
©CTB transport in Biscay after starting up the underground rail
service. For the operation of the Bilbao Metropolitan Railway,
the company Metro Bilbao (Bilbao Underground) – a company
fully owned by CTB – was created.
After the opening of the Underground, the Consortium began
to develop its work as coordinator of public transport in the
province of Biscay, and especially of the fare integration policy
with zonal unification, common tickets, homogeneous fares
and uniformity and technological progress in all transport
environments, with the creation of the Barik Card being an
important milestone. The Barik Card is valid for all transport
modes in Biscay. Likewise, the CTB is the guarantor of the
harmonization of public transport customer service and is
responsible for the integral network of public transport offices.

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EMTA Barometer 2019 (based on 2017 data)
 West Midlands Integrated Transport Authority
(WMITA)
Birmingham
www.wmita.org.uk

Transport is a key area the Mayor of the West Midlands, Andy

Street, has powers and is a lead influence over on behalf of the
West Midlands Combined Authority (WMCA).As a result
Transport for West Midlands (TfWM) has been set up as part of
the WMCA to co-ordinate investment to improve the region’s
transport infrastructure and create a fully integrated, safe and
secure network. It is also responsible for assessing and
© TfWM planning the region’s future transport needs so the network can
meet the demands of businesses and a growing
population. Working in partnership with bus and train
operators, TfWM develops integrated and smart ticketing while
providing free fares for the elderly and disabled and half price
travel for children. Funding is also used to support the Ring and
Ride service and provide socially necessary bus services on
those routes or at those times that are not commercially viable
for the private bus companies.

Budapesti Közlekedési Központ (BKK)

Budapest
www.bkk.hu

Budapesti Közlekedési Központ (Centre for Budapest

Transport) was established by a ruling of the General Assembly
of the Municipality of Budapest on the 27th of October, 2010. The
main objectives are: prepares and implements the Budapest
transport strategy, incorporates sustainability and equality
considerations in the operation and development of transport
in Budapest; integrates the management and supervision of the
Budapest transport sectors, particularly in public and road
transport; orders and finances the public services of public and
road transport; improves urban transport; supports, enables
and assists the proliferation of pedestrian and bicycle
transport; creates a balance between the development and
operation of the transport system; operates a standard
financing scheme; supervises the public and road transport
service companies owned by the capital; co-ordinates all
investments which involve public and road transport, including
those undertaken by local governments or public utilities; and
plays an active role in regional transport cooperation.

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EMTA Barometer 2019 (based on 2017 data)
 Trafikselskabet Movia
Copenhagen
www.moviatrafik.dk

Movia is Denmark's largest public traffic authority owned by 45

municipalities and 2 regions on the island of Zealand. We offer
more than 400 bus lines, 9 local railway lines and 5 FlexTrafik on-
demand responsive services. We advise on and plan public
transport, supporting the visions for growth and mobility of our
owners. Movia wants public transport to be an attractive, green
and friendly option. In accordance with the UN sustainable
© MOVIA development goals, we focus on acting to combat climate change
and its consequences. One of the solutions being to make it easy
for people to travel together with affordable, sustainable and
efficient public transport.

.
Rhein-Main Verkehrsverbund
Frankfurt
www.rmv.de

Rhein-Main-Verkehrsverbund (RMV or Rhine/Main Regional

Transport Association) is one of the biggest transport
associations in Germany. It coordinates and organizes regional
bus and rail transport services across an area of around 14,000
square kilometers. That’s around two-thirds of the area of the
Federal State of Hesse. With around 2,5 Million passenger per
day (around 747 Million per year), RMV is a key contributor to the
development of the Rhine/Main area as a pulsating metropolitan
©RMV/Helmut Vogler
region. In RMV applies: one ticket, one tariff, one timetable. In 1995
a uniform tariff system was created from over 100 different
tariffs. Transfers between means of transport are possible with
one single ticket and because travel times are matched as
optimally as possible

Helsingin Seudun Liikenne

Helsinki
www.hsl.fi

Helsinki Regional Transport (HSL) is a joint local authority with 7

member municipalities and 1.2 million population. HSL is
responsible for the planning and organizing of the public
transport in the metropolitan area, and it procures bus, tram,
metro, ferry, and commuter train services. HSL also plays a key
role in regional transport system planning.
© HSL-Lauri Eriksson

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EMTA Barometer 2019 (based on 2017 data)
 Transport for London
London
www.tfl.gov.uk

Transport for London (TfL) is part of the Greater London Authority

family led by Mayor of London Sadiq Khan. TfL is the integrated
transport authority responsible for delivering the Mayor’s aims for
transport. It has a key role in shaping what life is like in London,
helping to realise the Mayor’s vision for a ‘City for All Londoners’.
TfL manages the city’s red route strategic roads and most of
London’s public transport services, including the London
Underground, London Buses, the Docklands Light Railway, London
© TfL-Michael Garnett Overground, TfL Rail, London Trams, London River Services,
London Dial-a-Ride, Victoria Coach Station, Santander Cycles and
the Emirates Air Line. The quality and accessibility of these
services is fundamental to Londoners’ quality of life. By improving
and expanding public transport, TfL can make people’s lives easier
and increase the appeal of sustainable travel over private car use.

Syndicat Mixte des Transports pour le Rhône et

l’Agglomération Lyonnaise
Lyon
www.sytral.fr

The major objective of the SYTRAL is to provide the best offer

transportation for the inhabitants of the department developing the
TCL network, cars of the Rhone and Dragonfly and the Optibus Rhôn
Express and services. His political development of urban and
interurban transport is based on the mesh of the territory and the
link between different clusters. The main objectives are: explore
the possibilities of implementation, identify new equipment
requirements and create new lines represent the major activities
of SYTRAL and its teams. In time client, projects undertaken by the
SYTRAL have a threefold purpose: rebalance modes of travel
within the PTU; develop efficient public transportation and clean
energy; and develop the space for social cohesion and socio-
economic development.

Consorcio Regional de Transportes de Madrid

(CRTM)
Madrid
www.crtm.es

The Consorcio Regional de Transportes de Madrid (CRTM) is the

Public Transport Authority of the Region of Madrid., CRTM is
responsible for providing and managing all public passenger
transport services attached to the Madrid Regional Government
and to all the municipal councils in the region. Within the scope of
the law by which it was created, its principal functions and
objectives are as follows: Planning public transport
infrastructures, with a particular emphasis on the migration to
©CRTM modal integration; creating an integrated fare system for all
transport modes; establishing a stable financing framework;
planning services and coordinating the operating programs of all
transport modes; controlling and monitoring the financial
management of the different operators; and creating a global
image for the public transport system by creating a closer
relationship with the users.

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EMTA Barometer 2019 (based on 2017 data)
 Consorcio Transportes de Mallorca (CTM -TIB)
Mallorca
www.tib.org

CTM (Mallorca Transport Consortium) is Majorca's regional public

transport authority, which coordinates the economic, technical and
administrative aspects of the service. The main objectives are:
planning, setting up and maintaining a common transport system in
Majorca by coordinating and interconnecting the different
transport operators and services; boosting the use of public
transport; setting up an integrated fare system; increasing
© CTM-tib transport efficiency. Tib is the trademark of the public transport
network for all interurban public transport in the Balearic Islands
(buses, trains and metro).

Transport for Greater Manchester (TFGM)

Manchester
www.tfgm.com

Transport for Greater Manchester is the new name for the

organization responsible for implementing local transport policies
that affect the ten districts of Greater Manchester. Transport for
Greater Manchester is responsible for investments in improving
transport services and facilities. It is the executive arm of the
Transport for Greater Manchester Committee (the Greater
Manchester Passenger Transport Authority between 1974 and 2011)
which funds and makes policies for TfGM. The authority is made up
of 33 councilors appointed from the ten Greater Manchester
districts.
© TfGM

Autorité régionale de transport métropolitain de

Montreal (ARTM)
Montreal
www.artm.quebec

The Autorité régionale de transport métropolitain (ARTM; English:

Metropolitan Regional Transportation Authority) is an umbrella
organization that manages and integrates road transport and
public transportation in Greater Montreal in Quebec, Canada.
The organization was created by the Government of Quebec on
June 1, 2017, replacing the AMT's former mandate of planning. The
ARTM was formerly known as the Agence métropolitaine de
transport, which was founded in 1996. The new agency, which has
the mandate to plan and integrate public transit in Greater
Montreal, was created, along with Exo (public transit), its operating
branch, following the disbanding of the AMT.
(ARTM is a EMTA valued partner).

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EMTA Barometer 2019 (based on 2017 data)
 RUTER
Oslo
www.ruter.no

Ruter as is the public transport authority

for Oslo and Akershus, Norway. The company, organized as
a limited company is responsible for managing, but not operating,
public transport in the two counties, including bus, the Oslo Metro,
the Oslo Tramway and ferries. It also holds agreements with
the Norwegian State Railways for price regulation on commuter
trains operating within these two counties. Ruter is responsible
©RUTER for administrating, funding and marketing public transport in Oslo
and Akershus. It is owned by the City of Oslo (60%) and Akershus
County Municipality (40%), and organized as a limited company.

Ile-de-France Mobilités
Paris & Ile-de-France
www.iledefrance-mobilites.fr

Ile-de-France Mobilités designs, organises and finances the

public transport used by residents all across the Greater Paris
Region. Ile-de-France Mobilités brings together stakeholders
from all over the Greater Paris Region transport system in order
to improve the service provided to passengers. Ile-de-France
Mobilités defines and drives development and modernisation
projects for all modes of transport and outsource operations to
©IdFM transport operators. Ile-de-France Mobilités which encompasses
the Greater Paris Region, and the eight departments in the Île-de-
France region, thus makes the vision for all public transport in the
Greater Paris Region reality. Ile-de-France Mobilités jointly funds
infrastructure upgrades to roads and rail, as well as the
renovation and purchase of rolling stock. Ile-de-France Mobilités
is responsible for the keeping the overall transport costs in the
Greater Paris Region in balance and manages an operating budget
of some 10 billion euros. Finally, Ile-de-France Mobilités creates
and determines price passenger tickets.

Regional Organizer of Prague Integrated Transport

(ROPID)
Prague
www.ropid.cz

Prazska Integrovaná Doprava (Prague Integrated Transport), PID,

is a transport system including metro, trams, railways, city and
suburban bus lines, funicular and ferry. This system is gradually
integrated by common transport and tariff conditions and by a
unified transport solution including coordination of schedules. It is
built with the objective to ensure good quality servicing of the
territory supporting competitiveness of public transport against
individual transport. PID is being coordinated by ROPID (Regional
Organizer of Prague Integrated Transport) a specialized
organization, responsible for the operation of Prague Integrated
Transport, was uncharged by creation and development of the
system of Prague Integrated Transport. Its task is organizational
©ROPID and checking. It is responsible for its work towards bodies of the
municipality and state authorities, that uncharged it by
organization of the transport.

16
EMTA Barometer 2019 (based on 2017 data)
 Metropoolregio Rotterdam Den Haag (MRDH)
Rotterdam-The Hague
www.mrdh.nl

In the southern Randstad (the urban agglomeration of Western

Holland) 23 local authorities bundle their forces in the Metropolitan
region Rotterdam The Hague (MRDH). The local authorities work
together to improve accessibility and strengthen the economic
business climate. The MRDH has an approved policy framework for
European cooperation and is working on a Roadmap for the
implementation of the set-up goals. MRDH has internal working
© MRDH group for preparing policy documents and screening
opportunities, and a regional knowledge exchange platform with
the 23 municipalities for sharing experience and coordinated
actions.

Stockholms Lokaltrafik AB (SL)

Stockholm
www.sl.se

The Stockholm County Public Transport Administration is the

organisation behind Stockholm Public Transport (SL),
Waxholmsbolaget and special transport service brands in
Stockholm County.SL is the umbrella brand for all our public
transport services in the Greater Stockholm area. Our transport
contractors operate the services by commission. A specific
©Hans Geijer/Johnér element of our public transport mission is the special transport
service. Special transport services are a supplement for people
who are unable to travel on regular public transport. In order for
residents and visitors to travel easily between the many
archipelago islands and the mainland, Waxholmsbolaget operates
public water transport services as well as commuter ferries for
shorter routes. We work to build, develop and manage sustainable,
modern and accessible public transportation for nearly 2.3 million
inhabitants on land and on water. Public transport in Stockholm
County should be easily accessible, reliable and environmentally
friendly. We collaborate with our transport contractors to make
public transportation the obvious choice for the residents of
Stockholm County.

17
EMTA Barometer 2019 (based on 2017 data)
 Verband Region Stuttgart (VRS)
Stuttgart
www.region-stuttgart.de

The Verband Region Stuttgart provides a framework for regional

co-operation between the capital of the federal state of Baden-
Württemberg, the city of Stuttgart, and the surrounding
administrative districts of Böblingen, Esslingen, Göppingen,
Ludwigsburg, and Rems-Murr-Kreis. Founded in 1994, the Verband
Region Stuttgart is the political entity for the Stuttgart Region with
its own parliament. The aim is to promote diversity, a high standard
of living, mobility, and economic strength. Important
responsibilities of the organization are spatial planning, economic
development, and public transportation. In this sector, the Verband
Region Stuttgart is responsible the suburban railway system, the
new express bus services, as well as the Park & Ride system and
regional traffic management. All means of public transport can be
used by. The new “polygo” travel card has extended this services by
including car sharing, e-mobiltiy, and bike rentals.

Agenzia della mobilità piemontese (AMP)

Torino
www.mtm.torino.it

The AMP is the public authority in charge of public transport in the

Piedmont Region and in the Turin metropolitan area that aims to
improve sustainable mobility by optimizing public transportation
service by means of targeted projects aimed at specific passenger
needs: planning mobility strategies; improvements in public
transportation (infrastructure, rolling stock and fleet monitoring
technologies quantity and quality of service, funding for operations,
both new and existing and targeted investment); administration of
the tariff system; funding mechanisms from the Consortium
© AMP members; service contracts with the transport operators;
publicity; and information to citizens. On November 12th 2015, AMMT
changed its name to AMP (Agenzia della mobilità piemontese) and
the PTA area was enlarged to the entire Piedmont Region. The
number of municipalities changed from 32 to 1.206 while the
population changed from 1,5 to more than 4 million inhabitants and
the surface changed from 130 to 25.300 square km.

18
EMTA Barometer 2019 (based on 2017 data)
 Autoritat de Transport Metropolità de València (ATMV)
Valencia

L’Autoritat de Transport Metropolità de València (ATMV) is a transport

authority that covers 60 municipialities of the metropolitan area of
València with a population of 1.8 million inhabitants. It was created
under Law 13/2016 as a independent body of the Regional Government
in order to achieve institutional cooperation and coordinated
management of the competencies related to interurban and urban
regular public passengers transport.
© ATMV The main tasks of ATMV are related to planning infrastructures and
networks for public transport, development, control and assessment
of Mobility Plans, control and management of public service transport
contracts, design and approval of the fare system and promotion and
information dissemination about sustainable mobility.

Verkehrsverbund Ost-Region (VOR)

Vienna
www.vor.at

Austria‘s Eastern Region Travel Association (Verkehrsverbund

Ost-Region Gesellschaft m.b.H., VOR) offers a coordinated range
of public transport options in Austria’s eastern region (Vienna,
Lower Austria and Burgenland). At the intersection between
passengers, transport companies, regional authorities and
political bodies, VOR ensures that all current mobility
requirements, both in urban and rural areas, are met
systematically and with a high standard of quality. As Austria’s
©Theo Kust oldest and largest transport association, VOR has been uniting rail
transport operators and bus companies into a transport
association for about 3.8 million inhabitants since 1984. The VOR
network comprises about 900 lines with roughly 11,500 stops in
Vienna, Lower Austria and Burgenland. In 2017, more than 1.06
billion passengers used the public transport services in Austria’s
eastern region. At the intersection between passengers,
transport companies, regional authorities and political bodies,
VOR pursues the advancement of the region’s mobility services,
well beyond the mere organization of public transport.
Comprehensive and intermodal mobility as well as efficient and
sustainable planning of public transport are among VOR’s
principal concerns and pursuits. To ensure a wide range of public
transport services within the region, VOR orders and appoints,
within the scope of public tenders, the necessary bus connections.
VOR thereby acts as the principal client of most public transport
companies in Vienna, Lower Austria and Burgenland and as the
clearing house for the revenue breakdown between VOR
partners.

19
EMTA Barometer 2019 (based on 2017 data)
 Susisiekimo Paslaugos (MESP)
Vilnius
www.vilniustransport.lt

Savivaldybės įmonė “Susisiekimo Paslaugos” (Municipal

Enterprise Connection Services), commonly referred to as SĮSP,
was founded on July 15, 1998, by the decision of Vilnius City
Council. It is a local public transport authority responsible for
organizing overall public transport in the city and provision of
numerous services: maintenance of route network, scheduling,
issuing and selling of public transport tickets, ticket inspection,
©MESP provision of information for passengers, gathering and analysing
relevant data, management of parking system, operating a
centralized traffic management centre, etc.
The enterprise has been closely working with Vilnius City
Administration, and has recently established for itself several
pretty ambitious, such as: becoming a regional transport agency,
promoting non-polluting modes of transport, increasing usage
of public transport as well as creating favourable services for
car sharing, cycling, and e-mobility.

Zarzad Transportu Miejskiego w Warszawie (ZTM)

Warsaw
www.ztm.waw.pl

Public Transport Authority of Warsaw came into being on the 1st

of January 1992 by virtue of resolution of the Council of the Capital
City of Warsaw. Its main goals are stated in charter and include
organization, management and supervising of Public Transport
in the urban complex of Warsaw. 25 years of experience with
public transport organization as well as cooperation with
executive organs related to local transport in major European
metropolis resulted in creating an offer which is still expanding
and fully meets the passengers’ needs.

©ZTM

20
EMTA Barometer 2019 (based on 2017 data)
2. Description of the PTA (1) area surveyed
PTA PTA urban Annual PTA
Authority Main city PTA area PTA surface urbanised density GDP per
responsible population population (km²) surface (km²) (inhabitants /km²) capita (€)
VRA Amsterdam 854.047 1.528.535 1.005 806 1.896 35.500 €
ATM Barcelona 1.620.809 5.671.643 8.810 3.242 1.749 29.678 €
VBB Berlin 3.613.495 6.117.535 30.545 3.441 1.778 33.632 €
CTB Bilbao 1.140.662 1.140.662 2.215 235 4.854 30.378 €
TfWM Birmingham 1.137.123 2.897.303 902 680 4.260 29.900 €
BKK Budapest 1.749.734 1.749.734 525 358 4.888 23.404 €
MOVIA Copenhagen 717.698 2.617.968 9.195 1.713 1.528 56.412 €
RMV Frankfurt 742.175 5.179.242 13.585 2.440 2.122 44.804 €
HSL-HRT Helsinki 643.272 1.250.001 1.507 411 3.041 58.840 €
TfL London 8.826.935 8.826.935 1.572 1.042 8.471 52.059 €
SYTRAL Lyon 655.158 1.354.476 746 360 3.762 57.384 €
CRTM Madrid 3.182.981 6.507.184 8.028 921 7.068 33.809 €
CTM-TIB Mallorca 406.492 868.693 3.636 214 4.059 35.036 €
TfGM Manchester 543.410 2.789.822 1.272 959 2.909 26.921 €
ARTM Montreal 2.033.189 4.138.254 4.402 1.607 2.575 28.909 €
RUTER Oslo 673.469 1.287.495 5.005 325 3.962 68.287 €
IDFM Paris 2.168.500 12.246.200 12.000 2.728 4.489 55.227 €
ROPID Prague 1.294.000 2.306.000 5.921 755 3.054 23.724 €
MRDH Rott/Hague(3) 638.181 2.347.331 1.258 440 5.335 43.880 €
SL Stockholm 949.761 2.308.143 6.524 903 2.556 71.860 €
VRS Stuttgart 632.743 2.522.246 3.011 731 3.450 53.106 €
AMP Turin 882.523 4.375.865 25.387 1.771 2.471 21.300 €
ATMV Valencia 787.808 1.798.608 1.551 306 5.878 21.714 €
VOR Vienna 1.888.776 3.852.119 23.559 14.421 267 41.700 €
MESP Vilnius 545.280 545.280 401 17.177 €
ZTM Warsaw 1.764.615 2.606.523 2.676 603 4.323 25.264 €
(1) PTA: Public transport authority (2) GDP: Gross domestic product (3) Rotterdam and The Hague have one PTA

T1. PTA urban description

The EMTA Barometer periodically allows a comparison of the public transport system between 26 different
European metropolitan transport authorities areas. From the results of this survey, various geographical,
demographical, spatial and socio-economic ratios can be drawn that allow us to frame what features of the area
might have impacted the mobility in an urban territory. A quick look to authorities as diverse as VBB or AMP with
more than 25,000 km² of total PTA surface and MESP or BKK with less than 600 km², showcase the extremes of
the smallest and largest of cities and PTA features, without any assessment as to the significance of each urban
transport network.

The following maps represents main cities limits and the total administrative area of each PTA to be able to
locate and understand the values expressed in the current 2017 data Barometer.

21
EMTA Barometer 2019 (based on 2017 data)
3. PTA´s main city shape

T2. PTA´s main city shape 1

22
EMTA Barometer 2019 (based on 2017 data)
 T3. PTA´s main city shape 2

23
EMTA Barometer 2019 (based on 2017 data)
4. PTAs administrative limits

T4. PTAs administrative limits

24
EMTA Barometer 2019 (based on 2017 data)
5. Evolution of population in PTA´s areas

The average authority population of cities is around 1.51 million inhabitants and 3.4 million for the PTA area.
Regarding the average area for the main cities is 346 km² and 6,740 km² for the PTA area, with an urbanized PTA
area of 1,653 km² that represents a 24% of the total PTA surface. In the case of the main cities, this percentage has
risen up to 66% of the total surface. Finally, the average authority GDP in PTA area has increased from 37,715 € in
2016 to 39,227 € in 2017 in the PTA area (+4 %). ATM (Barcelona) has expanded the scope of the metropolitan area
considerably (172%) explaining the growth of included population within the PTA area with 13,6%.

T5. Evolution of population in PTA´s areas between 2013 to 2017

T6. Population in main cities and PTA´s areas

25
EMTA Barometer 2019 (based on 2017 data)
 MOBILITY
6. Car ownership rate
The first image represents the relation between car ownership in main city and modal share of private motorised
modes also in the main city. In this graph the size of the balls represents the inhabitants in the main city and the
colour represents those cities that are below or over the average. Comparing with previous years, an important
tendency can be clearly identified: the rate of ownership of the private car continuous to decline slowly in main
cities, 414 cars ownership per 1,000 inhabitants.

T7. Car ownership versus modal share of private motorised vehicles in main city

In this image is represented the relation between car ownership in the PTA area, expressed as cars per 1,000
inhabitants and urbanized PTA area density. The size of the balls represents the population in the PTA area. The
average density of both cities (8,250 inhabitants/km2) and their PTA areas (3,760 inhabitants/km²) continues to
grow. Three PTA areas (Madrid, Mallorca and London) harbour more than 7,000 inhabitants/km2 (urbanized PTA
area/population), having double the density of an average PTA. For most cities the car ownership rate moves
within a margin of between 350 and 550 cars / 1,000 inhabitants, least Mallorca, Turin and Warsaw that exceed
600.

T8. Car ownership versus urban density in PTA area

26
EMTA Barometer 2019 (based on 2017 data)
7. Modal share in main cities & PTA areas

T9. Modal share of trips in main city

T10. Modal share of trips in PTA area

27
EMTA Barometer 2019 (based on 2017 data)
8. Urban density and modal split in sustainable transport modes
The following graphic displays the share of total daily journeys by sustainable transport modes –walking, cycling
and public transport- explained by urban population density (urbanised area). The size of the balls represents as
well the main city population in T10 and PTA population in T11.

T11. Urban density vs modal split in sustainable transport modes in the main cities

T12. Urban density vs modal split in sustainable transport modes in the PTA areas

28
EMTA Barometer 2019 (based on 2017 data)
 29
EMTA Barometer 2019 (based on 2017 data)
 SUPPLY
9. Ratio of stops or stations per 100,000 inhabitants in PTA area
The Nordic PTAs (Copenhagen, Helsinki and Oslo) with Montreal have the highest number of bus and tram stops
per 1,000 inhabitants (>500).

T13. Ratio of stops or stations in PTA area per mode

30
EMTA Barometer 2019 (based on 2017 data)
10. Ratio of length network per 100,000 inhabitants in PTA area

T14. Ratio of length network in PTA area per 100,000 inhabitants in PTA area
.

31
EMTA Barometer 2019 (based on 2017 data)
11. Ratio of length network per PTA surface

T15. Ratio of length network per 1,000 km² of the PTA area

32
EMTA Barometer 2019 (based on 2017 data)
12. Vehicles-km per inhabitant and PTA area
The average number of bus-km per one million inhabitants is 43.8, nine times more than the number of tram-km
per inhabitant, 5.3. Only Helsinki, Montreal, Prague, Stockholm and Vilnius are above 50 bus-km per inhabitant.

T16. Bus & tram km per PTA area´ inhabitant

33
EMTA Barometer 2019 (based on 2017 data)
 T17. Light rail, metro, commuter train (*) and others transport modes vehicles km per PTA area´ inhabitant

In relation with rail services, metro and commuter train has a similar average authority of 7.4 vehicles-km per
one million inhabitants. Remarkable is the high ratio of metro that Barcelona, Stockholm and Vienna have and that
some PTA’s have not contributed values for the commuter train service because they lack the legal capacity for
planning and operation and do not have data available (*) or in the case of Manchester the value for metro vehicles
km is linked to tram and light trains.

Light rails are not relevant in EMTA countries for the moment compared to trams. Only Stockholm and Stuttgart
bet on light rail as transport mode instead of tram. In the case of Birmingham the data for “others” is referred to
the airport people mover; trolley for Budapest, Stuttgart and Vilnius; and ferry for Prague.

34
EMTA Barometer 2019 (based on 2017 data)
 35
EMTA Barometer 2019 (based on 2017 data)
 TRIPS

13. Public transport demand per inhabitant in PTA areas

Regarding the public transport demand, 2017 had an increase in the use of PT in comparison with the last years
with 346 boardings per inhabitant: in 2013 the average authority was 320; 330 in 2014; 304 in 2015 and 246
boardings per inhabitant in 2016 were made. The bus being the most used transport mode (113 boardings per
inhabitant, 107 in 2016) followed by the metro (91 boardings per inhabitant, 92 in 2016). In the case of Budapest, the
high numbers are due to the fact that BKK is accountable for only PT services within the city borders of Budapest
whilst boardings in this figure include both local journeys from citizens on top of commuter trips from outside
services into the city. Hence, the city population produces a lower denominator.

T18. Public transport demand

36
EMTA Barometer 2019 (based on 2017 data)
 T19. Number of trips per inhabitant in the public transport

In certain PTAs, as the case of Turin, the value for metro and tram demand is 0 because they have provided a
single value for urban bus, metro and tram.

37
EMTA Barometer 2019 (based on 2017 data)
14. Public transport demand trends
Public transport demand trends have evolved differently over the last years. Overall, in 2017 it shows an increase
in public transport demand for all PTA areas. In the graphic below we can distinguish three important groups:
more than 2,000 millions trips per year for Berlin, Paris and London; more than 1,000 millions trips per year for
Madrid, Budapest and Warsaw; and below 1,000 millions for the rest of the PTAs.

T20.Trends public transport demand in millions boarding per year

38
EMTA Barometer 2019 (based on 2017 data)
15. Change in population vs transport demand in PTA area
The following graphic represents the change in the number of inhabitants in the PTA areas between 2007 and 2017
with respect to the change in the number of total journeys undertaken by public transport. The size of the balls
represents the total transport demand of each PTA. The red color is for those PTAs that have lost demand in 2017
respect ten years ago.

As we have seen before, the trend continues upward, most of the PTAs have increased the public transport
demand in the last 10 years and Barcelona and Oslo have seen an increase in demand of more than 60% in this
period. In this last ten years, the PTA areas studied have increased to an average authority of 16% in public
transport demand with only an average authority of 9% growth of population. This means that the number of
journeys by public transport increased as relative more than the population in PTA areas.

T21. Change in population vs change in transport demand in the PTA´ area

39
EMTA Barometer 2019 (based on 2017 data)
 SERVICE QUALITY
16. Commercial speed

The commercial speed for the public transport is one of the main issues that the planners have to deal with it in
the urban areas. The average overall speed for the urban bus and the tram is about 18 km/h and for the suburban
buses the average has risen to 28 km/h. The same happened with the metro and the commuter train. The metro
runs at 32 km/h in average authority and the commuter train has risen to 59 km/h. With growth of traffic and
congestion in cities, many of the authorities by investments in bus lanes, bus ways and priority at traffic lights
manage to retain or even improve the average speed of bus and trams.

T22. Commercial speed for transport modes

40
EMTA Barometer 2019 (based on 2017 data)
 41
EMTA Barometer 2019 (based on 2017 data)
 FARES
17. Ticket price for the main city and PTA area

T23. Single trip ticket price (€)

T24. Monthly pass ticket price (€)

The average authority price for the single ticket in 2017 is 2,20 € and 6,35 € in the PTA area. For the monthly pass,
the average authority fare is 69 € for the main city and 120 € for the PTA area.

42
EMTA Barometer 2019 (based on 2017 data)
 43
EMTA Barometer 2019 (based on 2017 data)
 FINANCE
18. Coverage of operational costs
The size of each ball in the diagram below represents the relative volume of the annual cost of operations of public
transport divided by the population of the PTA area (costs/total inhabitants). The ratio of the annual operational
average authority costs per inhabitant for the PTA areas amounts to around 387 €. The PTAs of Paris Île-de-
France, Greater London and Stockholm have the highest ratio (more than twice the average authority) and
Mallorca the lowest (27 € per inhabitant per year). Most of the cities have a cost-coverage ratio for fare revenues
within a margin of 40 - 60% and a public subsidies coverage ratio of 45% as average authority. Mallorca and Paris
Ile de France has the lowest coverage by public subsidies (19%) but Paris has an special coverage of operational
costs that partly comes from the “versement transport” (a hypothecated local tax levied on the total gross
salaries of all employees of companies larger than 11 employees). Prague and Madrid have the highest coverage
by public subsidies with a 75%, to be partly explained by the fact that in the case of Prague also has the lowest
fares of all PTA’s.

T25.Coverage by public subsidies vs coverage by fare revenues per PTA area inhabitants

44
EMTA Barometer 2019 (based on 2017 data)
19. Cost operation per inhabitant
As we have seen in previous chapters, the EMTA PTAs expenses level for operations oscillates from Mallorca (27
€ per year per inhabitant) to Greater London that needed 959 € per year per head for subsidizing the public
transport system but we have to sign that in Greater London a 30% from the total number of boardings are done
by non-residents users.

T26. Annual cost of PT operation per inhabitant

45
EMTA Barometer 2019 (based on 2017 data)
46
EMTA Barometer 2019 (based on 2017 data)
EMTA – European Metropolitan Transport
Authorities

EMTA c/o STIF

41 avenue de Châteaudun
F-75009 PARIS
contact@emta.com

The EMTA Barometer is produced by

Consorcio Transportes Madrid

© EMTA June 2019