Ex ante evaluation - Area of Deliverable 6.2

Transport Systems Research Group/ Aristotle University of Aristotelis Naniopoulos • Panagiotis Tsalis Evangelos Genitsaris • Tzoulia Tapali

January 2016

Contract N°: IEE/12/970/S12.670555

Table of contents

1 Introduction 3 1.1 Background 3 1.2 The SmartMove project 3 1.3 Content of this Deliverable 5

2 Data collection 6 2.1 Data collection – profile of implementation area 6 2.2 Data collection - situation before 6

3 Profile of implementation area 8

4 The situation before the implementation 16 4.1 Participants of the campaign 16 4.2 Persons who did not participate in the campaign 24

5 Summary and conclusion 25

6 References 26

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1 Introduction 1.1 Background The SmartMove project addresses key action on energy-efficient transport of the Intelligent Energy Europe programme (STEER). In line with the Transport White Paper it focuses on passenger transport and gives particular emphasis to the reduction of transport energy use.

1.2 The SmartMove project The delivery of public transport (PT) services in rural areas is faced with tremendous challenges: On the one hand the demographic dynamics of ageing and shrinking societies have particular impacts on the PT revenues depending on the (decreasing) transport demand. On the other hand, PT stops’ density and the level of service offered are often of insufficient quality. Thus, there is a need for the development of effective feeder systems to PT stops and for the adaptation of the scarce PT resources to user needs. For the SmartMove project, feeder systems are the different ways of linking a specific region with the back bone PT system, usually a bus or train network or a combination of both. This can be done by improving the walking and cycling facilities to and around the stations, by implementing flexible bus systems or by promoting carpooling or car sharing etc.. However, even if sufficient rural PT systems are available, large parts of the population face diverse subjective barriers to use PT. This is even more relevant for PT feeder systems: in many cases citizens are not even aware of their existence or, if they are aware of them, there exist subjective barriers to their use.

These problems are addressed within SmartMove by implementing “Active Mobility Consultancy” (AMC) campaigns for PT lines and their feeder systems in eight rural and peripheral areas. The objective of the AMC campaigns within the project aims at promoting the use of PT via personalised travel marketing approach. The word ‘active’ in the term “active mobility consultancy” has a twofold meaning. On the one hand, it refers to the active process of informing people on PT: it is not PT users, who have to inform themselves about PT services; rather the PT operators that have to inform their (current and potential) customers according to their individual needs. For this purpose, current and potential PT users are contacted to provide them with demand based information via different communication channels. The second meaning refers to several active measures aimed at decreasing subjective barriers such as overestimating prize and travel time whereas underestimating the supply and options to the use of rural PT systems.

The AMC campaigns are more than purely the provision of information: active measures will be offered in addition to the written information and the consultancy talks that are usually applied in similar campaigns. This might include actions like practical traveller training, citizen participation in planning or guided tours for PT feeder schemes. Additionally, information and feedback on user needs can be

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collected within the AMC campaign. This supports the adjustment of PT offers in line with users’ requirements.

The AMC concept used in SmartMove builds on existing approaches, which will be further developed through SmartMove based on the exchange of experience and mutual learning. In particular, we will develop existing AMC approaches along 4 lines: (i) the adaptation of the existing approach to recent developments, (ii) the consideration and inclusion of feeder systems into the AMC campaign, (iii) the development and application of a common monitoring and evaluation method and, (iv) the adaptation of the AMC concept to specific requirements of the implementing regions. The result is an easy to use AMC concept that can be applied by PT operators all over Europe. The aim is to solve the specific, significant challenges of PT schemes in rural areas.

A main pillar of the concept is the extension of the AMC concept to PT feeder systems, as they are crucial factors for rural PT systems. Better knowledge gained on this subject helps to improve public transport in rural areas. From a scientific point of view, the information attained about a feeder system based AMC campaign makes an important contribution to the further development of personalized travel marketing approaches. Even more important, by implementing a large range of dissemination activities, such as webinars and take-up seminars, not only the SmartMove partners, but also a broad range of stakeholders are informed about the manifold possibilities and advantages of an AMC campaign.

Eight rural and peripheral regions in Europe prepare, implement and evaluate a local Active Mobility Consultancy campaign. PT operators achieve insight into the demands of both current PT users and those who do not currently use PT systems, by applying the AMC campaign. If the non-use of PT is caused by hard facts – e.g. the location of the PT stops or schedule organization – PT operators can adapt their services to the demand of potential users. This will increase opportunities to make PT systems attractive for new passengers. Each of the AMC campaigns to be conducted through SmartMove will be based on a shared methodological approach which will then be tuned in practice to the needs of the local specific situation. These include the specific target groups, the specific cultural barriers, barriers and enablers, the type of PT feeder system (a possibility to reach PT stops by individual or public means), the spatial aspect (e.g. compactness vs spread, topography and geography, environment), the socio political aspects at the appropriate decision making level, the administrative aspects, the economic aspect and the planning aspects. Within each region, we have defined targets of several hundreds of households to be contacted. As a result, we expect a substantial mode shift to public transport, which in turn will lead to a substantial increase on energy efficiency, a decrease of resources consumed and a reduction of the greenhouse gas emissions caused by road traffic.

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1.3 Content of this Deliverable The impacts of the AMC campaigns are evaluated in a process- and output evaluation. Output evaluation refers to the measurement of the direct quantitative effects of the campaigns, e.g. mode shift or the number of additional public transport passengers. This information is used as input to calculate secondary effects of the campaigns, e. g. the reduction of CO2 emissions. Based on this, a cost-benefit analysis and a cost-effectiveness analysis are calculated. Statistical figures of the process are collected at each stage of the campaign, e. g. number of people contacted, response rate, figures about materials ordered etc., in order to identify factors of success or failure of the AMC campaigns (process evaluation). Interviews with current and potential public transport users give additionally information to public transport operators about customer satisfaction and the needs of improvement.

The aim of this deliverable is to present and evaluate key figures that had been collected before the AMC campaigns were conducted. The profile of the implementation area contains relevant information on socio demographic factors. These framework conditions may help to explain divergent campaign impacts amongst the different implementation areas in the later stages of the project. The variables describing the characteristics of the participants of the campaign are the core elements of evaluation. Furthermore this deliverable presents the participants’ diverse motivations to use or not to use public transport services as well as the responses obtained from the people who chose not to participate prior to the campaign.

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2 Data collection 2.1 Data collection – profile of implementation area

A literature review and collection of data by exploring main databases was carried out to obtain the relevant information for the profile of the implementation area.

The collected data are based on the official census data of the Hellenic Statistical Authority as well as on previous transport and development studies that were focused more or less on the wider Langadas site.

2.2 Data collection - situation before

MS-excel based data sheets were prepared in order to record the interviewees’ answers. The structure of the excel file is based on the structure of the questionnaire used in the campaign. Data were collected for each person individually, i. e. data of a person are entered individually in one row of the data base.

The data collection is structured as follows:  General information (address and names of target persons, dates of contacts, information if the person is a public transport user or not etc.)  Information concerning the questionnaire to be carried out before the campaign (e.g. modes used last week, knowledge about the particular line, rating of the performance of the particular line, suggestion for improvements etc.)

Figure 2-1 shows the MS-excel input form which was used for the implementation area of Langadas.

The information was collected from the participants primarily by personal interviews through “face to face” contact. The obtained information was afterwards entered into the MS excel input form.

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Figure 2-1: Screenshot of the MS excel based database used in the implementation area of Langadas

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3 Profile of implementation area

The Municipality of Langadas consists of 7 Local Municipal Entities covering 1220 km2. It constitutes a peri-urban and rural area with a low population density of just 41103 permanent inhabitants (according to the 2011 census of the Greek Statistics Services) that is served by bus public transport (both by OASTh and KTEL operators)and has many poles of attraction that are insufficiently exploited.

Langadas

Municipality

Source: [1]

The basic road network of the area is comprised by:  Part of the Thessaloniki – Kavala National road  Part of the “Egnatia” National Road, which is one of the major transportation axes at national level  Local network, connecting the various settlements, most of which lacks in design and maintenance

The following Table presents the permanent population per Municipal entity, its surface, the population density and the mean altitude level.

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Table 3-1: Population, surface and population density of Municipal entities at the Langadas Municipality.

Surface (km2) Population Municipalities and Permanent density per Mean Municipal With Without population km2 of total altitude level internal internal waters waters surface

Municipal Entity of 3638 76,657 76,657 47,458 198 Assiros 2216 55,369 55,369 40,022 186 Krithia 1422 21,288 21,288 66,798 220 Municipal Entity of 1923 196,613 196,613 9,78 524 Ossa 456 59,12 59,12 7,71 627 Vertiskos 394 46,629 46,629 8,45 740 Eksalofos 626 38,097 38,097 16,432 410 Lofiskos 447 52,767 52,767 8,471 445 Municipal Entity of Kallindoia 3592 154,748 154,748 23,212 248 2171 63,224 63,224 34,338 205 Adam 481 18,146 18,146 26,507 240 Nea Kalindoia 563 29,418 29,418 19,138 220 Petrokerasa 228 27,398 27,398 8,322 520 Sarakina 149 15,562 15,562 9,575 258 Municipal Entity of Koroneia 4092 105,613 84,488 48,433 136 1223 17,847 17,597 69,5 140 Aghios Vasileios 1309 28,271 18,821 69,55 100 Adramerio 251 22,871 22,021 11,398 350 Vasiloudio 673 23,021 11,721 57,418 140 Langadikia 636 13,603 13,603 46,754 110 Municipal Entity of Langadas 19587 197,411 174,861 112,015 113 Langadas 7764 31,761 29,311 264,883 110 Analipsi 633 29,65 24,625 25,706 115 Irakleio 1278 9,825 9,825 130,076 105 Kavalari 1993 43,642 38,092 52,321 85 Kolchiko 2062 45,449 35,924 57,399 140 Lagina 3591 13,435 13,435 267,287 125 Perivolaki 1160 7,625 7,625 152,131 110 Chrysavgi 1106 16,024 16,024 69,021 120 Municipal Entity of 2441 210,09 210,09 11,619 558 Xilopoli 855 34,422 34,422 24,839 540 Kartera 648 83,719 83,719 7,740 551

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Lachana 568 47,602 47,602 11,932 584 Lefkochori 236 23,998 23,998 9,834 580 Nikopoli 134 20,349 20,349 6,585 570 Municipality of 5830 281,518 280,193 20,807 590 Sochos 3094 153,042 153,042 20,216 630 Askos 1426 69,821 68,496 20,819 480 Krioneri 1310 58,655 58,655 22,334 620 Langadas Municipality in total 41103 1222,65 1177,65 34,903 240,538

Source:[2] [3] Table 3-2 showcases the progress of the population of the Municipality during the decade 2001-2011. The Municipal entities of Sochos and Langadas show a significant population growth. The greatest decrease occurred in Lachanas. Finally, the Langadas Municipality in total had an increase of the population by 4,96%.

Table 3-2: The percentage change of the permanent population of the Municipal entities of the Municipality of Langadas

Permanent Permanent Population Municipal Entities population (2011) population (2001) change

Assiros 3638 3756 -3,14%

Vertiskos 1923 2008 -4,23%

Kallindion 3592 3936 -8,74%

Koroneia 4092 3932 4,07%

Langadas 19587 17014 15,12%

Lachanas 2441 3018 -19,12%

Sochos 5830 5496 6,08%

Municipality of Langadas 41103 39160 4,96% Source: [2]

The following figure (Figure 3-1) displays that the citizens above 70 years of age constitute the dominant age group in the Municipality of Langadas. It should be noted that these citizens are in most cases the ones that have more complex transportneeds and are not familiar with the latest technology developments.

As far as the gender distribution is concerned, the population seems to be divided almost equally into females and males (20358 males, 20745 females). Hence, it can be considered that gender should not influence significantly the selection of the sample for theAMC campaign and the questionnaire survey.The vast majority of the area’s inhabitants are of Greek nationality (39.148 people).

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Figure 3-1: Age distribution of the permanent population

8,000 Age groups 7,509 5,752 5,676 6,000 4,734 4,649 4,272 4,228 4,283 4,000

2,000

0 0-9 10-19 20-29 30-39 40-49 50-59 60-69 70+ Source: [2]

Concerning the educational status, 12.809 people (31% of the population) have primary education and 18651 people (45% of the population) have post-secondary/ higher education [2]. However, official census data of the Hellenic Statistical Authority does not provide data for people with secondary education.

As far as the population’s economic activities are concerned, of the 11590 working citizens, 1883 are working in the primary sector, 2831 in the secondary sector while 6876 are working in the tertiary sector. 3443 citizens face unemployment.

Figure 3-2: Employed citizens per economic sector

primary sector 16%

primary sector

secondary secondary sector tertiary sector sector tertiary sector 25% 59%

Data concerning the gender, age, professional status and educational status of the population is not available per Municipal entity. Table 3-3 summarises the main sociodemographic figures of the broader Langadas area (Munincipality of Langadas).

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Table 3-3: Profile of the Munincipality of Langadas (population)

Category Variable name Variable label [Unit]

Implementation 1220 [km²] Area Area total Area Inhabitants total 41.103 [number] Population Population change over the last decade + 4,96 [%] men 49,5 [% of total number] Gender women 50,5 [% of total number] age class (0-9 years old) 10 [% of total number] age class (10-19 years old) 10 [% of total number] age class (20-29 years old) 10 [% of total number] age class (30-39 years old) 14 [% of total number] Age age class (40-49 years old) 14 [% of total number] age class (50-59 years old) 12 [% of total number] 11 [% of total number] Population age class (60-69 years old) age class (70+ years old) 18 [% of total number] employed 8,1 [% of total number] unemployed/seeking for job 28,2 [% of total number] 8,4 [% of total number] Professional in school/students status pensioners 16,1 [% of total number] home duties 27,6 [% of total number] other 11,6 [% of total number] primary education 31 [% of total number] No data available Educational secondary education status post- secondary/ higher education 45 [% of total number] other 17 [% of total number] Source: [2]

For the Langadas area there is no official data available concerning the modal split and the trip rate (number of trips per workday and person), so exact figures describing the “transport demand” in the area cannot be provided.

As far as the public transport services are concerned, the local PT provider, OASTh covers the Municipality of Langadas with 4 bus lines (No 83, 85, 86, 91). The bus lines cover the following routes:  Direct connection Municipality of Langadas with Thessaloniki: o Νο 83 Langadas – Thessaloniki, express line o Νο 83Μ Langadas – Thessaloniki (serving thermal baths) o Νο 83Ν Stavroupoli – Langadas (serving Ano Lagyna) o Νο 85 connecting Thessaloniki with Assiros ad Lachanas o No 86 connecting with the Koroneia lake area

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 Local feeder lines connecting parts of Municipality of Langadas via the interchange station with OASTh buses: o Νο 91 A &B Langadas – Analipsi (connecting eastern settlements) o Νο 91Ε Langadas – Assiros – Krithia o Νο 91Η circle line connecting settlements at the west o Νο 91Κ and Νο 91Χ (new local circle line) The implementation area for SmartMove was defined as the area served mainly by bus lines 85, connecting Thessaloniki with the settlements of Assiros, Lachanas and Evangelistria and 83, connecting the Municipal Entity of Langadas with Thessaloniki. Line 85 was selected as it is the longest route serving the Muncipality of Langadas (more than 50 kms long). Additionally, it connects settlements of various size. Bus line 83 connects directly the Municipal Entity of Langadas with Thessaloniki, serving as an “express” line connecting Langadas with the major administrative and financial centre of the area. This means that, in total, the population of the SmartMove implementation area is 25666 people from the municipal entities of Assiros, Langadas and Lachanas.

Table 3-4 presents characteristic figures concerning the bus lines serving the implementation area, in order to provide a profile of the Langadas area in terms of the existing public transport services.

Table 3-4: Profile of the implementation area Langadas (public transport: bus lines serving Langadas area)

Bus lines serving Langadas area No. 83 No. 85 No. 86 No. 91 OASTh bus Langadas – Thessaloniki Thessaloniki Langadas network Thessaloniki - - Langadikia (local line) (express) Evangelistria Buses (number 12 4 4 4 of vehicles) “Itineraries”1 31.995 8.690 13.583 18.282 1.748.917 “Routes”2 55.057,00 17.380,00 20.361,00 29.739,00 3.184.733,00 “Empty” 2.575.120,434 60.777,074 21.393,645 10.450,867 61.936,923 Kilometers3 Kilometers on the 40.918.515,963 1.307.881,219 766.758,889 719.575,262 520.797,903 route

1 “itineraries”: full trip (going to a destination and returning to the base) In the most simple cases stands that “itineraries x 2 = routes”. In the case of Langadas, where many destinations and routes to be followed exist, this formula doesn’t apply. The data refer to the realised itineraries and not to the scheduled ones. 2 “routes”: simple single route, going to a destination or returning to the base) 3 “Empty” Kilometers: any route realised out of ordinary service. It includes: (i) the trip of buses from depot to the departure station on the morning, (ii) the return of buses to the depot by the end of each shift and (iii) any trips realised out of service during the day for any reason needed (e.g. in case of traffic congestion, a new bus is scheduled in order reach a certain point and serve passengers waiting there, or a trip needed so that bus can be utilised for another line, etc.).

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Total Kilometers 1.368.658,293 788.152,534 730.026,129 582.734,826 43.493.636,397 Passenger Seats 377.989.625 4.745.800 1.608.140 1.888.737 2.712.959 (capacity) Passengers 2.099.660 273.412 398.278 446.197 169.675.776 Fullness 44,24% 17,00% 21,09% 16,45% 44,89% % on the total 1,24% 0,16% 0,23% 0,26% Source: [OASTh data, received upon request]

Table 3-5 illustrates the number of connections of bus lines serving Langadas area. The four bus lines, No. 83: Langadas-Thessaloniki (express), No. 85: Thessaloniki- Evangelistria, No. 86: Thessaloniki-Langadikia and No. 91: Langadas (local line) have different number of connections per direction and day, ranging from 17 connections to 72. The bus line No. 83 has a greater number of connections per direction and day compared with the other bus lines operating in the implementation area, particularly bus line No. 85.

Table 3-5: Profile of the implementation area Langadas (public transport)

Category Variable name Variable label [Unit]

Number of bus-lines in the area 4 [number] Number of connections per line, direction 67 [number/day] and Monday to Thursday - No. 83 Number of connections per line, direction 25 [number/day] and Monday to Thursday - No. 85 Number of connections per line, direction 30 [number/day] and Monday to Thursday - No. 86 Number of connections per line, direction 72 [number/day] and Monday to Thursday - No. 91 Number of connections per line, direction 67 [number/day] and Friday - No. 83 Number of connections per line, direction 25 [number/day] and Friday - No. 85 Number of connections per line, direction 30 [number/day] and Friday - No. 86 Number of connections per line, direction Public 71 [number/day] transport and Friday - No. 91 Number of connections per line, direction 57 [number/day] and Saturday - No. 83 Number of connections per line, direction 17 [number/day] and Saturday - No. 85 Number of connections per line, direction 23 [number/day] and Saturday - No. 86 Number of connections per line, direction 71 [number/day] and Saturday - No. 91 Number of connections per line, direction 40 [number/day] and Sunday - No. 83 Number of connections per line, direction 17 [number/day] and Sunday - No. 85 Number of connections per line, direction 23 [number/day] and Sunday - No. 86 Number of connections per line, direction 71 [number/day] and Sunday - No. 91

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Updated specific information about private car in Langadas is not available. However, some indicative figures based on approximate estimates (empirical data) and general data about are provided in Table 3-6.

Table 3-6: Profile of the implementation area Langadas (private car)

Variable Category Variable label [Unit] name

car ownership rate 4 430 [cars/1,000 Source: [2] inhabitants] Average trip length (approximate estimate)5 45 [km]

Private car Average CO2 emissions per car (TREMOVE 1999 – projection for 2015) 4 151 [g/km] Source: [4] Average trip duration (approximate estimate) 5 40 [min]

4 Concerning the car ownership rate and the average CO2 emissions per car there is no data available for the implementation area. The values provided in the table are related to Greece. Since the Municipality of Langadas is a peri-urban and rural area it can be assumed that the car ownership rate may be even higher.

5 Concerning the average trip length and the average trip duration provided in the table there is no data available for the implementation area. The values provided in the table are empirical (based on practical experience).

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4 The situation before the implementation

Two aspects have been collected before the campaign:  Variables describing the characteristics of participants of the campaign.  Variables describing characteristics of those who, although they were contacted, they did not participatine in the campaign.

4.1 Participants of the campaign Data collected from participants are the core elements of evaluation of the campaign. The following information was collected to enable an impact analysis after the campaign has been carried out. To document a change in the participant’s mobility pattern, their use of different modes of travel have been documented before the campaign takes place. Furthermore, the participants have been asked to name their reasons for using or not using the available public transport services in the implementation area. The participants were also asked to list possible improvements of the bus line services.

The following table presents the main characteristics of the 1st phase of the implementation campaign in Langadas (ex ante evaluation, both for the control group and the panel group).

Table 4-1: Εvaluation ex ante 1st phase – implementation area Langadas

Start End Persons Persons Persons Targeted* Reached ** participated (or targeted sample) Control May 2015 May 2015 250 ≈ 393 224 group 23 June 2015 18 July 2015 500 570 502 * Campaign (panel (personalised group) material sent in October 2015)

* the persons were reached face-to-face in the 1st phase. (limited number [50] by post to test the method). Contact details were kept for the 2nd phase evaluation and the participation in the lottery. In the 2nd phase persons were reached either by phone or by email according to the details initially provided ** approximately 502 households with 1808 people influenced in total.

Tables 4-2(a), 4-2(b) and 4-2(c) present the data obtained by the answers to the questions on the usage of the specific travel modes (number of trips). The percentage shares of transport modes are illustrated in figures 4-1(a), 4-1(b) and

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4-1(c). In order to estimate the modal split in Langadas area, three different cases were examined: a) weekly usage of transport modes (usage during the whole week, from Monday to Sunday), b) usage of transport modes during the workdays (from Monday to Friday) and c) usage of transport modes during the weekend (Saturday and Sunday).

Table 4-2(a) presents the shares of transport modes based on the weekly usage, namely from Monday to Sunday. Motorised private transport, either car or motorcycle is the most popular transport mode with a 32.5% share for drivers and a 12% share for passengers. Public transport has a significant share of the modal split (21%) Walking amounts to a 29% share, whereas cycling has only a 4.5% modal share. It seems that the participants do not prefer taxi for their travels since the share for this mode is estimated only 1%.

Table 4-2(a): Variables for reporting situation before – modal split (number of trips during the whole week: from Monday to Sunday) Category Variable name [Number of trips]

3197 [trips per week] Car and motorcycle drivers n=311 persons 1213 [trips per week] Car and motorcycle passengers n=165 persons 2029 [trips per week] Modal split of Public transport participants - n=365 persons Weekly usage of 103 [trips per week] Taxi transport modes n=23 persons 440 [trips per week] Cycling n=62 persons 2864 [trips per week] Walking n= 306 persons

Figure 4-1(a): Modal split of participants (percentage shares based on weekly usage: from Monday to Sunday)

Car and motocycle drivers Car and motocycle passengers 29% 32.50% Public transport

Taxi

Cycling 4.50% 1% 12% Walking 21%

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Table 4-2(b) presents the shares of transport modes, based on the usage during the workdays, namely from Monday to Friday. The picture in this case is almost similar with the situation depicted above for the weekly usage. Comparing the shares of transport modes illustrated in figure 4-1(b) with the equivalent shares in figure 4-1 (a) there are not any significant differences.

Table 4-2(b): Variables for reporting situation before – modal split (number of trips during the workdays: from Monday to Friday) Category Variable name [Number of trips]

2473 [trips during the workdays] Car and motorcycle drivers n=215 persons 881 [trips during the workdays] Car and motorcycle passengers n=116 persons Modal split of 1645 [trips during the workdays] participants - Public transport Usage of n=316 persons transport modes 63 [trips during the workdays] Taxi during the n=13 persons workdays 304 [trips during the workdays] Cycling n=42 persons 2126 [trips during the workdays] Walking n= 235 persons

Figure 4-1(b): Modal split of participants (percentage shares based on usage during the workdays: from Monday to Friday)

Car and motocycle drivers Car and motocycle 28% 33% passengers Public transport

Taxi 4% Cycling 1% 12% 22% Walking

Table 4.2(c) presents the shares of transport modes, based on the usage during the weekend: Saturday and Sunday. One notable difference, in comparison with the two previous cases is that the share of public transport is decreased to 16%, whereas the shares for taxi, cycling and walking are slightly increased. Motorised private transport

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remains the most popular mode with a total share reaching 45% for the weekend (31% for drivers and 14% for passengers).

Table 4-2(c): Variables for reporting situation before – modal split (number of trips during the weekend: Saturday - Sunday)

Category Variable name [Number of trips]

724 [trips during the weekend] Car and motorcycle drivers n=215 persons 332 [trips during the weekend] Car and motorcycle passengers n= 95 persons Modal split of 384 [trips during the weekend] participants - Public transport Usage of n=172 persons transport modes 40 [trips during the weekend] Taxi during the n=13 persons weekend 136 [trips during the weekend] Cycling n=42 persons 738 [trips during the weekend] Walking n=235 persons

Figure 4-1(c): Modal split of participants (percentage shares based on usage during the weekend: Saturday and Sunday)

Car and motocycle drivers Car and motocycle 31% 31% passengers Public transport

Taxi

6% Cycling 14% 2% 16% Walking

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Table 4-3: Variables for reporting situation before – line usage of participants

Category Variable name [Unit]

People who know either line No 83, 85, 86 and 91 96% (466 out of 485 people) People who know line No 83 (main line providing direct connection of Thessaloniki with the settlements 68% (334 out of 485) of Assiros, Lachanas and Evangelistria) People who know line No 85 (main line providing direct connection of Thessaloniki with the Municipal 20% (95 out of 485) entity of Langadas) People who never use line No 83, 85, 86 and 91 13% (64 out of 495 people) People who use line No 83, 85, 86 and 91 less than 22% (76 out of 254 people) Usage of line of once a month participants People who use line No 83, 85, 86 and 91 less than 9,7% (48 out of 495 people) once a week People who use line No 83, 85, 86 and 91 at least 55% (274 out of 495 people) once a week Average rating of performance of line No 83, 85, 86 6.67 out of 10 6 (n= 462 and 91 people) Average number of days of those people using lines 3,85 days a week No 83, 85, 86 and 91at least once a week (n= 320 people) People possessing season ticket for the public 8% (40 of n=502 people) transport

The bus lines No 83, 85, 86 and 91 serving Langadas area are known to the vast majority of the participants (96%). Concerning the main lines connecting Langadas with Thessaloniki (No. 83 and No. 85) it seems that 20% know bus line No 85 (connecting Thessaloniki with the settlements of Assiros, Lachanas and Evangelistria) but bus line No.83 (connecting the Municipal Entity of Langadas with Thessaloniki) is much more popular among the participants, reaching a high knowledge level (68%). Only 13% answered that they never use the lines and 22% use the lines less than once a month. Approximately 10% of the participants use lines No 83, 85, 86 and 91 less than once a week, but 55% use lines at least once a week. Concerning the performance of lines the average rating is estimated 6.67, which indicates that people are quite satisfied with public transport in Langadas, however there is enough room for further improvements of bus lines No 83, 85, 86 and 91. The average number of days of those people using bus lines at least once a week is estimated 3.85 days a week. However, only a low percentage of 8% possess season ticket for the public transport.

Reasons for using/not using the public transport line and possible improvements have been collected by open answers, and classified in order to be able to compare the results between the different implementation areas. The list of answer categories from the first draft (see Deliverable D6.1) has been extended based on the open answers given by the participants. The additional categories are marked green/italic

6 Where 1 equals poor and 10 equals best performance

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style. Each of the participants was free to provide more than one reasons for using/not using bus lines.

Table 4-4 presents the reasons for not using bus lines, based on the responds given by the participants.

Table 4-4: Classification of open answers - reasons for not using line No 83, 85, 86 and 91 Reasons n= 526 responds from [%] - of people have named 344 people 7 this reason Car use (as driver) 102 30% Travel time 57 17% Time table – frequency of links 34 10% Overcrowded buses 28 8% Travel comfort 15 4% Time table – operation time 14 4% Cost, Ticket tariff 12 4% Car use (as passenger) 8 2%

Figure 4-2: Reasons for not using line No 83, 85, 86 and 91

[number of entries from 344 people 7] 0 20 40 60 80 100 120

Car use (as driver) Travel time Time table – frequency of links Overcrowded buses Time table – operation time Cost, Ticket tariff Getting tired Car use (as passenger) Travel comfort

102 participants stated that they do not use bus lines because they travel by car instead (as drivers themselves), while 8 participants answered that they use car for

7 Table 4-4 and Figure 4-2 present only the categories of the most frequently raised answers (n=270). The rest of the responds (n=256) have not been included because they constitute less frequent arguments of not using the public transport and therefore cannot be classified into broad answer categories (for each of these responds the total percentage of people that have named the specific reason is below 2%).

Deliverable 6.2 – Ex ante evaluation report - Area of Langadas 21

their trips as passengers. Other reasons for not using public transport services have been also reported, such as the fact that buses are often overcrowded and also people are not satisfied with the travel comfort provided by public transport. Other points were raised by the rest of the participants (time table – operation time and cost, ticket tariff)

Table 4-5 presents the main answers provided to the question: what are the reasons for using public transport.

Table 4-5: Classification of open answers - reasons for using line No 83, 85, 86 and 91

Reasons n= 472 entries from [%]- of people have named 402 people 8 this reason No car available 216 54% Cost, Ticket tariff 161 40% Search for parking space 34 9% Environmental protection 14 4% Non - driver 8 2% Good services 6 ≈2% Traffic 6 ≈2% Travel time 6 ≈2%

Figure 4-3: Reasons for using line No 83, 85, 86 and 91

[number of entries from 402 people 8] 0 50 100 150 200 250

No car available

Cost, Ticket tariff

Search for parking space

Environmental protection

Non - driver

Good services

Traffic

Travel time

8 Table 4-5 and Figure 4-3 present only the categories of the most frequently raised answers (n=451). The rest of the responds (n=21) have not been included because they constitute less frequent arguments of not using the public transport and therefore cannot be classified into broad answer categories (for each of these responds the total percentage of people that have named the specific reason is below 2%).

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Most of the people (54%) stated that they use public transport services because they have no car available. A share of 40% argued that the cost, ticket tariff is the main driver for using bus. Other arguments were also raised: 34 people answered that by using public transport they avoid searching for parking space and 14 people mentioned environmental protection as a good reason.

Table 4-6: Classification of open answers - improvement suggestions for the PT service Improvement suggestions n= 571 entries from 377 [%]- of people have named people 9 this reason Time table – frequency of links 169 45 Vehicles 47 12 Updated site 35 9 Cost, Ticket tariff 31 8 Telematics at bus stops 29 8 Punctuality 24 6 Travel time 19 5 Direct link 15 4 Improved telephone services 14 4 Time table – operation time 12 3 Staff behaviour (being unpolite or 9 2 unhelpful)

Figure 4-4: Improvement suggestions [number of entries from 377 people 9]

0 20 40 60 80 100 120 140 160 180

Time table – frequency of links Vehicles Updated site Cost, Ticket tariff Telematics at bus stops Punctuality Travel time Direct link Improved telephone services Time table – operation time Staff behaviour

9 Table 4-6 and Figure 4-4 present only the categories of the most frequently raised answers (n=404). The rest of the responds (n=167) have not been included because they constitute less frequent arguments of not using the public transport and therefore cannot be classified into broad answer categories (for each of these responds the total percentage of people that have named the specific reason is below 2%).

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The main suggestion for improving public transport concerns the frequency of lines. Other points such as direct link, improved telephone services for information provision and time table – operation time were raised less frequently. 9 of the participants pointed out that staff behaviour is one of the reasons for not using lines, meaning that some of the bus drivers are impolite or unhelpful to the passengers.

4.2 Persons who did not participate in the campaign It is always difficult to get information from persons who are not willing to participate in a survey or campaign. Therefore, the information requested is reduced to two key variables to be able to identify the particularities of users and non-users of the public transport line among this group of people. The more detailed questions, inquiring after the person’s reasons for not participating or their motivation to use or not to use public transport services, were not asked. During the campaign implemented in Langadas 570 people were approached and 502 participated. Interviewers made the following two questions to those people who were not willing to participate in the campaign: 1) Do you use public transport? 2) Do you need information on sustainable mobility and public transport use?

Table 4-6 summarises the responds of those who were willing to answer the questions, but they did not accept to participate in the campaign.

Table 4-7: Variables for reporting situation before / non-participants Category Variable name Unit

People who use line No 83, 85, 86 and 91 34% (19 out of 56) People who need information on sustainable mobility and 7% (4 out of 56) public transport use

According to the above table, 34% of the people not willing to participate in the campaign answered that they use public transport. Concerning the second variable, only 7% of the non-participants answered that they need information on sustainable mobility and public transport use.

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5 Summary and conclusion

The Ex ante Evaluation presents the data collected before the implementation of the AMC-campaign. This includes figures describing the implementation area, the participants’ mobility behaviour and their perception of the public transport services within their municipalities.

The variation in modal split is considerable when comparing the results of the participants and the general data of the implementation area.

Based on these findings the impact of the AMC-campaign will be assessed at a later stage of the SmartMove project. Furthermore the profile of the implementation area can be used as a frame of reference to allow comparability across the different implementation areas of the SmartMove project and analyse possible relations between these framework conditions and the campaign itself.

The percentage of participants that generally use public transport is quite high reaching 86.4%, while 56% of people participated in the campaign answered that they know the bus lines of the implementation area: No 83, 85, 86 and 91. The average performance rating of the lines is 6.67 out of 10, so the suggestions provided by the participants for improving the existing public transport services in Langadas should be seriously considered. These suggestions mainly include improving the frequency of links and the vehicles, also updating the site of OASTh/ the Organisation of Urban Transportation of Thessaloniki, especially in terms of providing information to passengers for the bus routes and stops. The need to upgrade public transport services in Langadas is also underlined by the fact that more than 50% of the participants argued that the top reason for using bus is the lack of alternatives (having no car available) and only 2% of them named good PT services as the main driver for using bus lines.

One of the main reasons provided for using the bus lines is the frequency of links, whereas the most frequently raised argument of not using bus lines is the car use. The suggestion for improving public transport that was given by most people concerns the frequency of links and on second place the vehicles.

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6 References

1. GIS of the Municipality of Langadas http://gis.lagadas.gr/ Accessed on 3rd September 2014 2. Hellenic Statistical Authority, Official Census data 2011. 3. Papoulidou Efterpi, Diplom Thesis: Trends and development perspectives of the Thessaloniki Prefecture. Aristotle University of Thessaloniki, Civil Engineering Department: Division of Transport, Infrastructure, Management and Development, Thessaloniki, October 2008. 4. The European Commission, Standard & Poor’s DRI and KULeuven, Draft Final Report Presented to Working 7: The AOPII Cost-effectiveness Study Part III: The Transport Base Case, Annex B.4 Greece, August 1999

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