GEO: SUSTAINABLE URBAN TRANSPORT INVESTMENT PROGRAM

05/08/2016

GEO: SUSTAINABLE URBAN TRANSPORT INVESTMENT TABLE OF CONTENTS

PROGRAM

CONSULTING SERVICES FOR ORGANIZATION OF A TRANSPORTATION HOUSEHOLD SURVEY IN 1. EXECUTIVE SUMMARY 5

TBILISI METROPOLITAN AREA PURPOSE OF THE STUDY 5 IDENTIFICATION TABLE GENERAL APPROACH 5 KEY FINDINGS 5 Client/Project owner Municipal Development Fund of Georgia (MDF) NEXT STEPS 8 Project GEO: SUSTAINABLE URBAN TRANSPORT INVESTMENT PROGRAM Consulting Services for Organization of a Transportation Household Survey in Tbilisi 2. INTRODUCTION 9 Study Metropolitan Area FOREWORD 9

Type of document Final Report HOUSEHOLD SURVEYS AND TRANSPORT POLICY: OBJECTIVES OF THE STUDY 9

Date 05/08/2016 OUTPUTS 9

File name 20160815-THHS-Final Report 3. METHODOLOGY 10

Reference number FR01T16E05/DCO/GEO/198-16 GENERAL APPROACH 10

Confidentiality CONFIDENTIAL ZONING SYSTEM 10 QUESTIONNAIRES 14 Language English SAMPLING 14 Number of pages 66 EXPANSION FACTORS 14 3.5.1 EXPANSION FACTORS OF PERSONS 14 3.5.2 EXPANSION FACTORS OF HOUSEHOLDS 14 3.5.3 EXPANSION FACTORS OF TRIPS 14

4. SURVEY IMPLEMENTATION 14

TEAM ORGANIZATION 14 DURING THE SURVEY IMPLEMENTATION, THE ROLE OF EACH TEAM MEMBER IS AS FOLLOW: 15

SURVEY PREPARATION 15 4.2.1 TRAINING 15

PROGRESS OF SURVEY 16 4.3.1 SURVEYS PER MACRO-ZONE 16 4.3.2 SURVEYS PER DAY 16 4.3.3 NUMBER OF ON THE FIELD DATA COLLECTORS 17 4.3.4 NUMBER OF SURVEYS PER DATA COLLECTOR AND PER DAY 17

QUALITY CONTROL 17

5. HOUSEHOLDS CHARACTERISTICS 18

NUMBER OF INHABITANTS 18

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SIZE OF THE HOUSEHOLDS 18 8. TRANSPORTATION MODES CUSTOMERS 35

HOUSEHOLD REVENUES 20 8.1 PERSONS WITH NO TRIPS VS PERSONS WHO PERFORMED AT LEAST 1 TRIP 35 NUMBER OF VEHICLES PER HOUSEHOLD 20 8.1.1 SEX AND AGE 35 8.1.2 RESIDENTIAL AREA 35 PARKING TYPE 21 8.1.3 MAIN OCCUPATION 36

PAYMENT OF THE PARKING AT NIGHT 21 8.2 FREQUENCY OF USE OF PRIVATE CAR AS DRIVER 36 AGE OF VEHICLES 22 8.2.1 SEX AND AGE 36 8.2.2 RESIDENTIAL AREA 36 NUMBER OF DRIVEN KILOMETRES 22 8.2.3 CAR AVAILABILITY 37 COSTS OF SPARE PARTS AND REPAIRS 23 8.2.4 MAIN OCCUPATION 37

COST OF INSURANCE 23 8.3 FREQUENCY OF USE OF PRIVATE CAR AS PASSENGER 38 8.3.1 SEX AND AGE 38 TYPE OF HOUSINGS 23 8.3.2 RESIDENTIAL AREA 38 HOUSING EQUIPMENT 24 8.3.3 CAR AVAILABILITY 38 8.3.4 MAIN OCCUPATION 39 6. CHARACTERISTICS OF PERSONS 25 8.4 FREQUENCY OF USE OF PUBLIC TRANSPORT 40 AGE 25 8.4.1 SEX AND AGE 40 8.4.2 RESIDENTIAL AREA 40 MAIN OCCUPATION 25 8.4.3 CAR AVAILABILITY 40 DRIVING LICENCE 25 8.4.4 MAIN OCCUPATION 41

PUBLIC TRANSPORT CARD 26 8.5 FREQUENCY OF USE OF BICYCLE 42 EDUCATION 26 8.5.1 SEX AND AGE 42 8.5.2 RESIDENTIAL AREA 42 WORK TRIPS: CAR AVAILABILITY 26 8.5.3 MAIN OCCUPATION 42

TRIPS DEPENDING ON SEX AND AGE 27 8.6 FREQUENCY OF USE OF MOTORBIKE 43 PARKING DIFFICULTIES AT STUDY / WORK PLACE 27 8.6.1 SEX AND AGE 43 8.6.2 RESIDENTIAL AREA 43 7. MOBILITY AND TRIPS 28 8.6.3 MAIN OCCUPATION 43

MOTORIZED AND NON-MOTORIZED MOBILITY DEPENDING ON AGE 28 8.7 FREQUENCY OF USE OF WALK 44 8.7.1 SEX AND AGE 44 MOBILITY PER PERSON AND PER MODE 28 8.7.2 RESIDENTIAL AREA 44 OCCUPANCY RATE OF PRIVATE VEHICLES 29 8.7.3 CAR AVAILABILITY 44 8.7.4 MAIN OCCUPATION 45 PUBLIC TRANSPORT: TRANSFER RATE AND NUMBER OF LEGS 29

MOBILITY PER PERSON, PER MOTIVE AT DESTINATION 30 9. ORIGIN-DESTINATION MATRIX 46

MODE SHARE BY MOTIVE AT DESTINATION 31 MOTORIZED TRIPS 46

MOBILITY PER PERSON, PER MODE AND MAIN ACTIVITY 31 PRIVATE CARS (DRIVERS + PASSENGERS) 47

7.8 MODE SHARE PER AGE 32 PUBLIC TRANSPORTATION 48

HOURLY DISTRIBUTION OF TRIPS 33 HOME-WORK 49

HOURLY DISTRIBUTION OF LOCATION 33 HOME-EDUCATION 50

AVERAGE TRIP TIME PER MODE 34 SECONDARY TRIPS 51

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10. CONCLUSION 52

11. ANNEX 53

QUESTIONNAIRES 53

NUMBER OF QUESTIONNAIRES PER MACROZONE 66

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1. EXECUTIVE SUMMARY Key Findings 1.3.1.1 Mobility Rate in Tbilisi is low Purpose of the Study In Tbilisi, the mobility rate, defined as the average number of trips per person and per day, stands at 1.55 trip / day / Tbilisi Household Survey took place from person. This rate is stable from 2011. This value stands on the low end of international benchmark. As an example, the April to June 2016. mobility rate stands at 2.0 in Sarajevo, and 2.4 in Tallinn. It is usually higher than 3.5 in developed economy (3.75 in the United States and 4.1 in Paris). Its primary objective is to provide a database describing the existing mobility pattern, which will be the ground of any Mobility Rate : Trips per person and per day transport modelling exercise aiming at 4,5 evaluating transport measures in Tbilisi. 4 Providing a detailed overview of the 3,5 existing mobility patterns constitutes the 3 second main objective of the study and the purpose of this report. 2,5 2 The survey results (database) will benefit 1,5 to the City if they are widely shared with Trips/ pers /day organizations and consultants in charge of 1 performing transport policy measures 0,5 assessment. 0 Paris United States Tallinn Sarajevo Tbilisi

General Approach There are two major factor explaining the low mobility rate of the inhabitants in Tbilisi: the modest level of incomes of the inhabitants and their age repartition. There is a well-known correlation between incomes and mobility: the higher the The survey administration was performed through face to face interview. Each data collector carried with him an level of incomes, the more people performs activities, and the more they perform trips. introductory letter presenting to the households the objectives of the surveys. The survey will be performed at the domicile of the surveyed household. Every member of the household, aged 5 years or more, has been interviewed. Additionally, the population of Tbilisi is ageing: the decrease in the natality rate that followed the fall of the USSR has led to the fact that the proportion of people aged 10-25, who have the highest mobility rate, is low. This impacts negatively All the trips performed by each person the day before the interview were recorded. All transportation mode (including the mobility r in Tbilisi and is explaining why the rate is stable from 2011. In terms of forecast, the ageing of the population non-motorized mode like bicycle and walking) have been taken into account. The trips recorded are the one of Monday will keep on increasing in the near future, and, unless a strong economic boom appears, the mobility rate is expected to to Friday, and therefore the day of survey lay from Tuesday to Saturday. Finally, a number of holydays and days off remain stable within the next 5 years. happened during the survey period. No surveys were performed on the days after days off, as the mobility during days off strongly differs from the one during usual working days.

Number of Surveys per Day 250 200 150 100 50

Surveys perday 0

18/04/20… 08/05/20… 12/04/20… 14/04/20… 16/04/20… 20/04/20… 22/04/20… 24/04/20… 26/04/20… 28/04/20… 30/04/20… 02/05/20… 04/05/20… 06/05/20… 10/05/20… 12/05/20… 14/05/20… 16/05/20… 18/05/20… 20/05/20… 22/05/20… 24/05/20… 26/05/20… 28/05/20… 30/05/20… 01/06/20… 03/06/20… 05/06/20… 07/06/20… 09/06/20… 11/06/20… 13/06/20… 15/06/20…

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Age Tbilisi Paris 100 000 95 000 90 000 85 000 Non- Non- 80 000 75 000 Obliged Obliged 70 000 45% 65 000 62% 60 000 Obliged 55 000 50 000 38% 45 000 Obliged 40 000 35 000 55% 30 000 25 000 20 000 15 000 10 000 5 000 - 0-4 5-9 10-14 15-19 20-24 25-29 30-34 35-39 40-44 45-49 50-54 55-59 60-64 65-69 70-74 75-79 80-84 85-89 90-94

1.3.1.3 The global mobility rate is similar for age and women, and is maximum around 20 years old

1.3.1.2 Around 35% people do not perform any trips and the trips are mostly linked to work / education purpose The mobility rate of men and women are similar, whatever the age considered. The tight differences tend to be higher for old people, for whom the mobility rate of women is slightly lower than for men, and is mostly a consequence of higher The proportion of people who do not perform any trips stands at around 35%, and is significantly higher among women percentage of person staying at home among old women than among old men. The mobility rate is at his highest between than men. Among people performing trips, two trips per day and per person is by far the most frequent value. The 10 to 25 years old (around 1.9 trips per person and per day), and then slowly decrease up to 45 years old (around 1.7 trips proportion of obliged trips (linked to work or education at origin or destination) is high: it represents around 55% of the per person and per day). The decrease then becomes sharper. People older than 75 years perform in average less than 1 trips performed, against, for example, 38% in Paris. The proportion of non-obliged trips in developed economy is generally trip per day. higher than in Tbilisi because people tends to perform additional activities such as leisure and shopping. . People older than 75 years old performing average less than one trip per day. Trips Mobility depending on age and sex 275 000 2,50 250 000 225 000 200 000 175 000 2,00 150 000 125 000 100 000 1,50

Inhabitants 75 000 50 000 25 000 - 1,00 0 trip 1 trip 2 trips 3 trips 4 trips 5 trips 6 trips

Number of trips made the previous day Trips/ person day / 0,50

Female Male 0,00 5 - 9 10 - 14 15 - 19 20 - 24 25 - 29 30 - 34 35 - 39 40 - 44 45 - 49 50 - 54 55 - 59 60 - 64 65 - 69 70 - 74 75 - 79 > 80 Age

Men Women

1.3.1.4 People walking and using Public Transport are mostly women, car drivers are mostly men

Although exhibiting similar mobility rates, men and women have contrasted use of transport systems. Women are using public transport more frequently than men, and also tend to perform more trips by walk. At the opposite, women use of car as driver is really low. For men, the use of walk and public transport is affected by a higher use of car as driver. The

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fact that the walk rate is significantly lower for men than women tends to indicate a certain competition between private The motorization rate has also significantly increased: it stands at 0.51 vehicle per household, against 0.4 in 2011. This car and walk: men drive their car even on short distances, where they could walk (20% of private car trips are shorter rate remains low, and could keep on increasing in the future. This increased motorization rate leads to increased use of than 1.5 km). private car. Tbilisi inhabitants are buying second hand cars, as demonstrated by the age repartition of the vehicles: the median age of a vehicle in Tbilisi is 13 years old. Mode of transport 0,80 Age of vehicles 22 500 0,70 20 000 0,60 17 500 0,50 15 000 0,40 12 500 0,30 10 000

Trip / day day Trip/ person / 0,20 7 500

0,10 Numbervehicles of 5 000 - Public Car Driver Walk Car passenger Combined Other Taxi Bicycle Two wheels 2 500 Transport Passenger motor vehicle - Mode 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 Age of the vehicle Female Male

1.3.1.6 Among Public Transport, Marshrutkas are dominant, but transfer mostly occurs from / to the metro 1.3.1.5 Public Transport is still the main mode but motorization rate and the use of private car is growing Among public transport, the main transportation system is Marshrutkas, but bus operated by TTC have a similar market The market share of private car has been significantly growing since 2011. Car as driver and car as passenger now share. The use of the metro is more modest (19%). From 2011, the market share of bus have increased, while the market represent 30% of the trips. Public Transport remain the main mode, with 39% of trips, and walk is now third (it was second share of marshrutkas has decreased. in 2011), with a stable market share of 27%.

Taxi Bicycle Two Daily Boardings on Public Transport System Passenger Mode Market Share 0% wheel Combined 3% s 1% motor Car passenger vehicl 11% e Metro 0% Marshrutka 19% 42%

Walk Public Transport 27% 39%

Local bus 39% Car Driver 19%

Public Transport Car Driver Walk Car passenger Combined Taxi Passenger Bicycle Two wheels motor vehicle Metro Local bus Marshrutka Intercity train Intercity bus Intercity marshrutka Plane passenger

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Although metro only represent 19% of the boardings in the public transport system, most of the transfers occurring during public transport trips are linked to the metro: 37% are metro-bus transfer, and 29% are metro-marshrutkas transfers. The 1.3.1.8 More than a quarter of drivers report problem for parking their cars on their work / education place transfer from bus to bus and from marshrutkas to marshrutkas, and between bus and marshrutkas are much rarer. Among the people who use a car to reach their place of study / work, 29% report problem with parking in the sector Public Transport Transfer where they work / study. 47% have their own parking place. The parking problem are mostly located in the central districts of Tbilisi (Vake, Didube, and Saburtalo). Metro-Metro; 0% Problem at work /study place with parking No, I have paid Bus-Bus; 17% Metro- arrangement Marshrutka Bus-Marshrutkas; 7% 2% s; 29% No, there is nearby parking place Yes Marshrutkas-Marshrutkas; 23% 29% 10% Metro-Bus; 37%

No, I have my own parking place 46%

1.3.1.7 Private owned garage are less than a quarter of parking solutions at night Next Steps

Most of the cars are parked at night in the street and in other reserved place. Private owned garage represents less than Tbilisi transport authorities have now at their disposal a highly detailed database describing the mobility patterns within a quarter of the parking solutions. This underlines the public space consumption of the private cars. With increasing the city. This database shall be disseminated as much as possible to organization and consultant in charge of performing vehicle ownership in the city, the scarcity of garage (rented or private owned) could become a challenge for the city in transport policy measure assessment. From this basis, completed by other data sources, they will have the opportunity the coming years. to develop the required evaluation tools.

Type of parking at night

1 588 39 955 51 613

2 110

81 507

Garage (private owned) Garage (rented) Other reserved place In the street Public open parking place

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2. INTRODUCTION

Foreword

This report is the final report of the Transportation Household Survey Study for the City of Tbilisi. The study is part of the Sustainable Urban Transport Investment Program developed by the Government and Georgia on the basis of loan provided by the Asian Development Bank (ADB)

The Executive Agency for the project is the Municipal Development Fund of Georgia (MDF), in coordination with Tbilisi City Municipality.

Tbilisi is the capital of Georgia with a population of 1.1 million inhabitants. Based on local development strategy and existing master plans, the Government has prioritized the improvement of transport services in all towns and cities through the country, starting in areas of most urgent or strategic needs. The Government has already invested significantly during 2005–2014, and further investments are on-going. Scope of the Study

Tbilisi inhabitants’ future needs require a good knowledge of the current determinants of trips behaviour. The analysis of mobility is therefore essential for the understanding of current problems and future challenges of urban transport.

Household Surveys and Transport Policy: Objectives of the Study

Defining measures and recommendations for transport in Tbilisi necessitates to develop evaluation tools (or models), whose objectives are to measure the advantages and inconvenient of each proposed measure. These evaluation tools are generally traffic models, coupled with cost and benefits analysis and financial appraisal of the measure. Outputs These tools can provide assessment for a large category of transport measures, from new infrastructure building to bus services reorganization. They are developed on the basis of databases, and the results of the household survey is the core The database obtained through the Household survey is structured in the following way: of the required data to set up and calibrate such models.  Households characteristics, that explain the mobility habits of people, such as : The primary objective of Tbilisi household survey is to provide a database describing the existing mobility pattern, which  car ownership will be the ground of any transport modelling exercise aiming at evaluating transport measures in Tbilisi.  socio-economics characteristics It is worth noticing that because the impact of measures can only be assessed through evaluation tools, the analysis of  Person characteristics the mobility database resulting from the survey cannot provide direct recommendations for transport measures. Rather, providing a detailed overview of the existing mobility patterns constitutes the second main objective of the study and  Age, sex, main occupation, etc... the purpose of this report.  The trips performed by the residents The survey results (database) will benefits to the City only if they are widely shared with organization and consultants in charge of performing transport policy measures assessment.  On an average day of the week (but not of days-off)  Motivation, mode, hour, origin and destination, etc…

The outputs of the study are:

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 the cleaned database of the survey, including the corresponding expansion factors required to generate a full The proposed macro-zoning system is the one developed for the previous household study. The reasons overview of mobility in the city from the sampled household interview results, motivating that choice are the following :  A detailed analysis of the database.  This zoning consists of 58 zones, and is therefore compliant with ((i.e. smaller than) the maximum limit of This report presents: 85 zones.  The total population of Tbilisi as of 2014 stands at 1,108,545 persons, according to the results of the General  The methodology of the survey: its general characteristics, the zoning system, the questionnaires, the sampling Population Census of Georgia. The population of the city is stable from 2002 (1,081,679 people). The macro- methodology and the expansion factors. zoning developed for the Household study of 2011 is therefore still well equilibrated in terms of population  The survey implementation: team organization, survey preparation and progress, and the quality control per zone. process.  The analysis of the database: household’s characteristics, person’s characteristics, transportation modes customers, mobility and trips, Origin-Destination (O/D) matrix.  The micro-zoning system, developed to define precisely the various locations mentioned in the survey: household location, origin and destination of trips. The micro-zoning system developed in 2011 included 345 zones. 3. METHODOLOGY For the purpose of the current study, this zoning is adapted by adding some dedicated zones representing some traffic generators of the city (specific buildings expected to generate significant traffic), following recommendations from the CEREMA. The list of these traffic generators is presented below :

General Approach Table 1. Traffic Generator Zones Macro-Zone Micro-zone Type Name The survey administration was performed through face to face interview. Each data collector carried with him an 51 5120 Hospital Central Republican Hospital - A introductory letter presenting to the households the objectives of the surveys. The survey will be performed at the domicile of the surveyed household. Every member of the household, aged 5 years or more, has been interviewed. 51 5121 Hospital Central Republican Hospital - B 45 4520 Hospital Central Hospital All the trips performed by each person the day before the interview were recorded. All transportation mode (including 8 820 Hospital New Hospital non-motorized mode like bicycle and walking) have been taken into account. 49 4920 University Caucasus University The trips recorded are the one of Monday to Friday, and therefore the day of survey lay from Tuesday to Saturday. 49 4921 University Tbilisi State University 51 5122 University Tbilisi State Medical University

Zoning System 54 5420 University The University of Georgia 58 5820 University Georgian University of St Andrew The zoning system for the purpose of the Household Surveys is divided in three sets of zones: 45 4521 University Digomi University 58 5821 University Ilia State University  The macro zoning system, defined in order to ensure that all parts of the city of Tbilisi are surveyed. The “Centre For Studies and Expertise on Risks, Environment, Mobility, and Urban and Country planning” (CEREMA, France) The resulting zoning consists of 356 micro-zones. provides the following recommendations regarding the minimum number of households and persons that should be surveyed in each macro-zone (according to CEREMA Household Travel Survey Guide, 2009):  Finally, for the purpose of reporting, the ten city administrative districts are used. Most of the results presented in this report are presented at this sector level, although the clean database provides results at the micro-zone  At least 70 households should be surveyed, and level.  At least 140 persons should be surveyed

In Georgia, the average size of Households stands around 3.3 persons per households (source: Household Survey, Maps of the micro-zoning, macro-zoning and sectors are displayed in the figure hereafter. 2011), a little bit lower than the national average of 2014 (3.6 person per household according to the Georgia Residential Report, 2014). When interviewing 70 households in a zone, the corresponding number of interviewed persons should therefore stands above 200 persons, well above the minimal number.

As a consequence, the maximum number of macro-zones that could be envisioned for the study, given the planed number of household surveys (6000) is 85.

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푃표푝푐,푧 퐹푝푒푟푠표푛(푐, 푧) = 푆푢푟푣푒푦푒푑푐,푧 Where : Questionnaires 퐹푝푒푟푠표푛(푐, 푧) is the expansion factor of a person of category (sex x age) c living in a macro zone z 푃표푝푐,푧 is the number of persons of category c living in the macrozone z The questionnaire are divided in three main parts, called cards. Each card intend to collect data about on respectively 푆푢푟푣푒푦푒푑푐,푧 is the number of persons of category c living in the macrozone z which have been surveyed. household, persons of the household and trips, following the objectives of the study presented in the introduction section of this report. 3.5.2 Expansion Factors of Households The two first cards (household and person characteristics) results are collected from the interview of the head of the household. The last card, relating to trip characteristics performed the day before the interviews, are collected from the The expansion factor of a household is the inverse of the household sample rate in the macro-zone where the household interview of each household member. lives:

The full questionnaire are provided in the 11.1 of this report. 퐻표푢푠푒ℎ표푙푑푧 퐹ℎ표푢푠푒ℎ표푙푑(푧) = 푆푢푟푣푒푦푒푑푧 Where : Sampling 퐹ℎ표푢푠푒ℎ표푙푑(푧) is the expansion factor of a household living in a macro-zone z. The survey sampling is based on a random selection of address from the database of Tbilisi buildings (no official election 퐻표푢푠푒ℎ표푙푑 is the number of households living in the macro-zone z file is available). The number of households to be interviewed in each macro-zone is depicted in Annex, section 11.2. Every 푧 푆푢푟푣푒푦푒푑 is the number of households living in the macro zone z which have been surveyed. macro-zone has more than 70 household surveyed. 푧 3.5.3 Expansion Factors of Trips This sampling method was preferred to the random walk choice process, in which the data collector randomly walk from a given starting point, as numerous studies have shown that providing to the data collector the possibility to select the The expansion factor of a given trip is the expansion factor of the person performing the trip: sample usually results in distortion of the results. 퐹푡푟𝑖푝푠(푐, 푧) = 퐹푝푒푟푠표푛(푐, 푧) Instruction were given to the data collectors to insist as much as possible to get the agreement of the household to Where : perform the survey. 퐹푡푟𝑖푝푠(푐, 푧) is a trip performed by a person of category c living in macrozone z

Expansion Factors 퐹푝푒푟푠표푛(푐, 푧) is the expansion factor of this person.

The expansion of the results consists in weighting the collected data in order to provide non-biased results, at city-sale. For persons, these weights, called expansion factors, are calculated for each macro-zone of residence, and are age and 4. SURVEY IMPLEMENTATION sex segregated, as these two factors greatly impact the mobility patterns of individual.

All the figures presented in this report are weighted: they take into consideration the expansion factor of each Team Organization observation. 3.5.1 Expansion Factors of Persons The team was organized as depicted on the chart below:

Persons have been classified depending on:

 Their sex  Their age category (20 years old or younger, 21-50 year old, 51 years old or older).

This approach resulted in six categories of persons. The expansion factor of a person is then calculated as the inverse of the sample rate of his category in the macro-zone where she lives :

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 SYSTRA Supervisor

 Supervise the work of GORBI supervisors and data manager  Randomly accompany data collectors on the ground  Publish daily statistics of the field process on the basis of information transmitted by GORBI supervisors.

 Project Manager :

 Supervise the all on the ground process  Prepare daily report of the raw database  Prepare weekly report of clean database

Survey Preparation 4.2.1 Training

The training of supervisors and data collectors was performed from the 4th to the 14th of April. Ten supervisors were trained first by SYSTRA and GORBI management, and then performed a pilot survey. The second week, one hundred of data collectors were trained by supervisors, with the help GORBI / SYSTRA team management.

Additionally, a number of data collectors left during the survey period, and additional data collectors were consequently trained to replace them. 4.2.1.1 Supervisor Training and Pilot Survey During the survey implementation, the role of each team member is as follow: The supervisors have been trained during the first week of April. The training of the supervisors was performed by SYSTRA.  Data Collectors : This included:

 Collect its weekly list of address to survey from his supervisor  First day: In house training of the supervisors. The training presented the general framework of the survey, its  Perform the surveys objective, its functions and organization. The main definitions relating to zoning, household and trips were  Discuss any coding and practical issues with his supervisor provided. The supervisors then went through the questionnaire. Examples were then examined and exercises  Load their survey results on the raw database on a daily basis were carried out.  Second day: Pilot survey. The supervisors performed two surveys each.  GORBI Supervisors : 4.2.1.2 Data Collector Training

 Manage the address list (main and backup) and give the weekly address list to each of his 10 data collector The data collectors were trained by the supervisors under the control of SYSTRA. The training of data collector followed  Discuss any coding and practical issues with the data collector the same structure of the training of supervisors, with in house sessions followed by on field pilot surveys (two surveys  Randomly perform phone call to the surveyed households to check the work of the data collectors per data collector). In addition, during the beginning of the survey itself, each data collector was accompanied by is  Report daily to SYSTRA Supervisor on the field process, including statistics relating to percentage of wrong supervisor. addresses and percentage of refusal to answer from the households.  Perform additional trainings to additional data collectors, if needed

 Data Manager

 Perform the logical checks of the results on the raw database and transform it in a clean database (published on a weekly basis)  Send the raw database (on a daily basis) and the clean database (on a weekly basis) to the Project Manager Consulting Services for Organization of a Transportation Household Survey in Tbilisi Metropolitan Area 05/08/2016 Final Report Page 15/66

Number of Surveys per Macrozone 140 120 100 80 60 40

NumberofSurveys 20 0 1 2 3 4 5 6 7 8 9 10111213141516171819202122232425262728293031323334353637383940414243444546474849505152535455565758 Macrozone

The number of surveyed household per macro-zone is tabulated in Annex of this report, section 11.2. The target was reached or exceeded in every macro-zone, expect for macro-zone 38 (target: 120, performed: 118), with no significant impact on the results. 4.3.2 Surveys per day

A number of holydays and days off happened during the survey period. No surveys were performed on the days after days off, as the mobility during days off strongly differs from the one during usual working days. In addition, two days off occurs on Thursdays. In such cases, decision was taken not to survey on the next Friday and Saturday. The decision not to survey on Saturday was taken under the assumption that the mobility on the Friday may also be impacted, as this day was located between two days off (Thursday and Saturday).

The number of surveys performed each day is increasing during the two first week of survey. The ramp up on the first

week was expected, as the number of daily data collectors on the field progressively increased during that first week (data collectors were not all sent on the ground don the first day, as they had to perform their first survey with the supervisor). Progress of Survey The ramp up during the second week is mostly generated by the authorization to perform a maximum of 3 survey per day and per data collector (against two during the first week). This decision was taken in order to cope with the planning. The final database resulting of the field work has 6,117 clean surveys, slightly above the 6,000 survey target. We provide After the 12 of May, the number of survey performed each day progressively decreases, as a consequence of difficulties in the following paragraphs an overview of the survey implementation over time and by macro-zone. to maintain the number of on the field data collectors. The targeted planning, nevertheless, was maintained and the 4.3.1 Surveys per macro-zone objective of 6,000 surveys was achieved.

The number of surveys performed in each one of the 58 macrozones is displayed on the following chart.

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Number of Surveys per Day Number of Surveys per Data Collector and per day 250 3,5 200 3 2,5 150 2 100 1,5 1

50 0,5 Surveys perday

0 0 Survveys Survveys / Data Collector

Date Date

4.3.3 Number of on the field data collectors Quality Control

The number of data collectors performing surveys on each day is depicted on the following chart. As mentioned above, Quality control performed on the databases included the following work: the number of on the field data collector first increased during the first week of operation, then stabilizes around 80 data th collectors up to the 12 of May. After this date, the number of data collectors tends to decrease.  Auto control performed by the data collectors themselves, with the help of the software. The data collectors shall check the consistencies of the answer provided by the interviewees. They are helped in this task on by the software, in which a logic has been implemented in order to assist the input of the answer. Number of Data Collectors each day  Analysis of the raw database: The input data transmitted by the data collectors forms the raw database. This database is analyzed to provide regular reports. As of the 23th of May, eight reports had been issued. The 100 statistics derived from the analysis of this database helps identifying trends and outliers values. 80  Cleaning of the raw database: The coding and the logic of the raw database is checked by the data manager. It th 60 results in a cleaned database. The cleaned database as surveys up to the 7 of May 2016. A preliminary analysis 40 of its results is presented in the sections hereafter.  Check of coding of the clean database: SYSTRA management performs a check of the coding on the clean 20 database provided by GORBI. He then sends back the list of coding errors back to GORBI, who then modify the 0 database in order to obtain a final database.

Number ofData Collectors

Date

4.3.4 Number of surveys per data collector and per day

The average number of questionnaires per day and per data collector is depicted on the following chart. The productivity stands around 2.4 questionnaires per day and per data collector in permanent regime.

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5. HOUSEHOLDS CHARACTERISTICS Average size of houselholds per sector 4,00 3,50 Number of inhabitants 3,00 2,50 Tbilisi population stands at 1 108 717 inhabitants, according to the Population General Census of 2014. The majority are between 20 and 50 years old and are female. 2,00

household 1,50 While there are slightly more men than women among the less than 20 years old inhabitants, the proportion of women 1,00 increase with age. Among the more than 50 years old persons, women represent 61% of the population. 0,50

Average numberofpersons per - Mtatsminda Vake Saburtalo Krtsanisi Nadzaladevi Isani Samgori Chughureti Didube Gldani Population per age and sex Sector 300 000 266 106 250 000 227 944 202 250 200 000 145 978

150 000 137 471 128 968 Titre 100 000

50 000

0 Pop 0-19 Pop 20-49 Pop 50+

Female Male

The following map depicts the population density per sector. The sectors Gldani, Nazaladevi and Varketili are the most populated (respectively 15, 14 and 13% of the population) whereas only 3% of the population lives in Dampaio sector.

Size of the households

The average size of the households in Tbilisi stands at 3.18 persons per households, slightly below the national average (3.3 persons per household). The average size of the household does not vary very much depending on the considered district: the minimum (2.85 person per household) is obtained in Samgori, while the maximum is reached in Krtsanisi (3.47 persons per household).

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Household Revenues There are significant variations in the motorization rate depending on the district: Saburtalo and Vake are the districts where the motorization rate are the higher, while Nadvaladevi and Samgori are the sectors where they are lower. The household revenues distribution shows that 48% households have a monthly revenue below 600 GEL. Around 14% of the households have a monthly revenue over 1500 GEL. Number of vehicles per household and sector

Distribution of household monthly revenues Gldani 30% Didube Chughureti 25% Samgori 20% Isani

15% Share Sector Nadzaladevi 10% Krtsanisi

5% Saburtalo

0% Vake No income Less than 300 301 to 600 GEL 601 to 900 GEL 901 to 1500 GEL 1501 to 2500 GEL Over 2501 GEL Mtatsminda GEL Monthly household Revenues 0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%

4 vehicles 3 vehicles 2 vehicles 1 vehicle None

Number of vehicles per household

In average, the number of vehicles per household stands at 0.51. This figure has significantly increased from the previous In terms of international comparisons, Tbilisi has a now a motorization rate approaching the ones of Paris, Sarajevo and household survey of 2011, where it stood at 0.4 vehicle per household (+30%). Nevertheless, the motorization rate remain Tallinn. It should be noted that the motorization rate in Paris is significantly lower than the French national value (around low: around 58% of the households do not have a car, and only 7.5% avec two cars or more. 1.1 vehicle per household), because of the city density and of its very well developed public transportation system.

Veh / Veh / Sector household Place household Mtatsminda 0.56 Paris 0.52 Vake 0.70 United States 1.86 Saburtalo 0.72 Tallinn 0.54 Sarajevo 0.58 Krtsanisi 0.39 Tbilisi 0.51 Nadzaladevi 0.38 Isani 0.42 Samgori 0.43 The number of vehicles in the household is well correlated with the household revenues: households with monthly Chughureti 0.60 revenues lower than 300 GEL have in average less than 0.2 vehicle in the household, while households with more than Didube 0.45 2500 GEL per month have in average 1.2 vehicle in the household. Between these two extremums, the progression in the Gldani 0.49 number of vehicle per household is almost linear with the revenues. Average 0.51

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Number of car per households Type of parking

1,40 1 588 1,20 39 955 1,00 51 613 0,80 0,60 0,40 2 110

household 0,20 0,00 No income Less than 300 301 to 600 GEL 601 to 900 GEL 901 to 1500 GEL 1501 to 2500 GEL Over 2501 GEL

GEL Average Average numberofcars the in Household monthly revenues 81 507 Average Garage (private owned) Garage (rented) Other reserved place In the street Public open parking place

Only 15% of the households with less than 300 GEL have at least one car in the household. This proportion reaches 46% for household with a revenue between 600 and 900 GEL per month, and 82% for household with more than 2500 GEL per month. Type of parking per sector Distribution of number of Vehicles per Household depending on Revenues 100% 90% Over 2501 GEL 80% 1501 to 2500 GEL 70% 60% 901 to 1500 GEL 0 Vehicles 50% 601 to 900 GEL 1 vehicle 40% 301 to 600 GEL 2 vehicles Titrel'axe de 30% 3 vehicles 20% Less than 300 GEL 4 vehicles 10%

MonthlyHousehold Revenues No income 0% Mtatsminda Vake Saburtalo Krtsanisi Nadzaladevi Isani Samgori Chughureti Didube Gldani 0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100% Titre de l'axe Share

Garage (private owned) Garage (rented) Other reserved place In the street Public open parking place

Parking type Payment of the parking at night Most of the cars are parked at night in the street and in other reserved place. Private owned garage represents less than a quarter of the parking solutions. Almost all the parking at night are free (96%). Householders only pay in 4% of the case; Prohibited parking represent only 1% of the situations, but the figure is declared and might be underestimated.

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Payment of parking at night Age of vehicles 22 500 Paid by householder; 4%Prohibited (Illegal); 1% Paid by someone else 20 000 (employer); 0% 17 500 15 000 12 500 10 000

7 500 Numbervehicles of 5 000 2 500 Free; 96% - 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 Age of the vehicle

The average age of vehicles is rather high, but not much different of the values observed in Tallinn, Sarajevo or even the

United States. There are no significant differences depending on the sector regarding the payment of the parking at night. Average Age of Paid by Place someone vehicles Prohibited Paid by else (years) Sector (Illegal) Free householder (employer) Paris 9 Mtatsminda 2% 87% 11% 1% United States 11 Vake 2% 93% 5% 0% Tallinn 12 Saburtalo 0% 94% 5% 1% Sarajevo 12 Krtsanisi 0% 100% 0% 0% Tbilisi 13 Nadzaladevi 0% 98% 2% 0% Isani 1% 97% 2% 0% Samgori 1% 95% 4% 0% Number of driven kilometres Chughureti 0% 99% 1% 0% Didube 0% 98% 1% 1% In Tbilisi, 58% of the vehicles performs 10 000 kilometres annually or less. 20% of the vehicles performs 20 000 kilometres per year or more. Gldani 0% 95% 5% 0% TOTAL 1% 96% 4% 0%

Age of vehicles

The average age of the vehicles stands at 13 years old. New cars only represent a very marginal part of the private cars in Tbilisi. This, combined with the fact that the motorization rate is increasing, shows that Tbilisi inhabitants are buying second-hand cars rather than brand new one.

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Distribution of annual driven kilometers per vehicle Cost of Annual Insurance (GEL) per vehicle 35% 25% 30% 20% 25% 20% 15%

Share 15%

10% Share 10% 5% 5% 0%

0% 0-200 200-400 400-600 600-800 800-1000 1000-1200 1200-1400 1400-1600 1600-1800 1800-2000 More than 2000 Annual Driven kilometers Annual Insurance Cost (GEL)

Costs of spare parts and repairs Type of Housings

63% of the vehicles have an annual costs for spare parts and repairs below 500 GEL per year, and around a quarter of Most households are living in big (more than 3 floors) multi apartment housings, especially Vake and Saburtalo districts. them have a cost of spare parts and repairs of more than 900 GEL per year. The distribution of costs shows a non-regular profile, probably due to rounded declared figures: 500 GEL, 1000 GEL. Multi Apartment Multi Apartment District Individual More than 3 floors Less than 3 floors Other TOTAL Cost of Annual Spare Parts (GEL) per vehicle Mtatsminda 15% 27% 49% 9% 100% 25% Vake 7% 90% 3% 1% 100% Saburtalo 13% 83% 5% 0% 100% 20% Krtsanisi 32% 39% 28% 1% 100% 15% Nadzaladevi 30% 54% 14% 2% 100%

Isani 10% 79% 10% 1% 100% Share 10% Samgori 40% 17% 35% 8% 100%

5% Chughureti 9% 73% 18% 0% 100% Didube 42% 51% 6% 0% 100% 0% Gldani 16% 83% 1% 0% 100% 0-100 100-200 200-300 300-400 400-500 500-600 600-700 700-800 800-900 900-1000 More than 1000 TOTAL 21% 66% 12% 2% 100% Annual Spare Parts (GEL)

Cost of insurance

54% of vehicle have an annual insurance costs below 600 GEL, and 8% of them have an insurance costs of 2000 GEL or more.

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Type of housing per district Equipment (landphone & internet) rates of the households 50 000 Gldani 45 000 Didube 40 000 Chughureti 35 000 Samgori 30 000 Isani 25 000 Nadzaladevi 20 000 Sector Krtsanisi 15 000 Saburtalo Numberofhouseholds 10 000 Vake 5 000 - Mtatsminda Mtatsminda Vake Saburtalo Krtsanisi Nadzaladevi Isani Samgori Chughureti Didube Gldani 0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%

Individual Collective/Big Collective/Small Other Dwelling with Internet Dwelling with Phone landline

Housing Equipment

The table hereafter shows the percentage of household in each zone which have: - a phone landline ; - internet at home ;

Geographic repartition: Dwelling with Dwelling with Sector Phone landline Internet Mtatsminda 71% 78% Vake 79% 86% Saburtalo 71% 88% Krtsanisi 65% 72% Nadzaladevi 58% 71% Isani 56% 73% Samgori 69% 73% Chughureti 58% 83% Didube 62% 72% Gldani 61% 76% Average 64% 77%

Around 64% of the households have a landline phone at home in Tbilisi, while 77% are equipped with the internet. The districts with the highest equipment rates are generally located in the central part of Tbilisi (Saburtalo and Vake), while the zones with the lowest equipment rates are mainly located on the external part of the city. Consulting Services for Organization of a Transportation Household Survey in Tbilisi Metropolitan Area 05/08/2016 Final Report Page 24/66

Main occupation 6. CHARACTERISTICS OF PERSONS Women represent around 92 % of the persons with status “Staying at home”. The others category are much more well equilibrated. Age Main occupation As previously mentioned, the proportion of women increase with the age of the considered population. That observation is true in every sector of Tbilisi. Other Women Men Trainee District Pop 0-19 Pop 20-49 Pop 50+ Total Pop 0-19 Pop 20-49 Pop 50+ Total Total Staying at home Mtatsminda 5 631 11 102 11 018 27 751 5 793 9 048 6 481 21 322 49 073 Retired Vake 13 178 26 308 22 688 62 174 14 232 21 654 13 830 49 716 111 890 Unemployed Saburtalo 16 858 32 612 26 795 76 265 17 766 27 457 17 005 62 228 138 493 Student Krtsanisi 4 990 9 148 6 991 21 129 5 459 8 130 4 568 18 157 39 286 Pupil Nadzaladevi 15 950 30 134 22 424 68 508 16 658 25 884 14 562 57 104 125 612 Part time job Isani 23 122 43 690 28 714 95 526 24 790 38 000 19 528 82 318 177 844 Full time job Samgori 7 428 15 527 13 508 36 463 7 946 12 941 7 880 28 767 65 230 0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100% Chughureti 8 448 16 936 13 924 39 308 8 713 13 737 8 035 30 485 69 793 Male Female Didube 19 086 37 519 27 420 84 025 20 161 32 144 17 959 70 264 154 289 Gldani 22 780 43 130 28 768 94 678 24 460 38 949 19 120 82 529 177 207

TOTAL 137 471 266 106 202 250 605 827 145 978 227 944 128 968 502 890 1 108 717 Driving Licence The age distribution of Tbilisi population shows the impact of the natality rate decrease which followed the fall of the USSR. The proportion of people having between 15 and 25 years old in the population is significantly lower than the Around 357,000 people have a driving licence in Tbilisi, representing around 32% of the population. This figure has proportion of people between 25 and 35 years old. This is expected to moderate the average mobility of Tbilisi inhabitants significantly increased from 2011, when it was estimated to 25%. in the near future as it reinforce the proportion of older people, who generally have lower mobility rates.Erreur ! Liaison incorrecte. Around 250,000 men have a driving licence in Tbilisi. Among them, 62% are between 20 and 50 years old. Male with a driving license Age <20 years old 100 000 4% 95 000 Total: 253 870 90 000 85 000 80 000 >50 years old 75 000 70 000 34% 65 000 60 000 55 000 50 000 45 000 40 000 35 000 30 000 25 000 20 000 15 000 20-50 years old 10 000 5 000 62% - 0-4 5-9 10-14 15-19 20-24 25-29 30-34 35-39 40-44 45-49 50-54 55-59 60-64 65-69 70-74 75-79 80-84 85-89 90-94

<20 years old 20-50 years old >50 years old

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The number of women with a driving licence is approximately 2.5 smaller than the number of men. Remarkably, the overestimated. A reason for this may be the former diploma system occurring during the Soviet Union period: people who women over 50 years old only represents 19% of the women with a driving licence, a figure much smaller than in the case studied 5 years are considered as Masters. of men (34%). This overestimation of education level has already been observed in other surveys performed in Tbilisi. Female with a driving license <20 years old Level of education per sex >50 years old 4% 40% 19% Total: 103 271 35% 30% 25% 20% 15% 10% 5% 20-50 years old 77% 0% Female Male <20 years old 20-50 years old >50 years old No formal education Primary (basic) education 6 years Incomplete secondary (8– 9 years) Public Transport Card Special (Vocational , college) education Complete secondary (10– 12 years) Bachelor’s degree Master’s degree Post graduate/ Doctoral Studies Refusal to answer 64% of Tbilisi inhabitants have a magnetic pass for Public Transport. The differences by sector regarding public transport magnetic pass are generally low. The proportion is the lower in Chughureti district (53%) and highest in Gldani (70%).

Work Trips: Car Availability Percentage of persons District Around 360,000 persons do not have a car available to go to work, with a well-balanced proportion between women and with a magnetic pass men. Approximately 120,000 persons have a car available and use it as driver, and these are mostly (90,000) men. The Mtatsminda 62% number of people using their car as passenger to go to work is around 90,000 persons, with slightly more women than men. The number of people who have a car available but do not use it to go to work is low, at around 45,000 persons Vake 62% only. Saburtalo 55% Krtsanisi 56% Nadzaladevi 68% Isani 67% Samgori 64% Chughureti 53% Didube 68% Gldani 70% Total 64%

Education

The education level figures reported by the surveyed persons must be considered cautiously. High level of educations are being reported, with 37% of women and 32% of men with a master degree. Generally, the reported education level seems Consulting Services for Organization of a Transportation Household Survey in Tbilisi Metropolitan Area 05/08/2016 Final Report Page 26/66

Parking Difficulties at Study / Work Place Car availability to go to work 250 000 Among the people who use a car to reach their place of study / work, 28% report problem with parking in the sector where they work / study. 47% have their own parking place. 200 000

150 000 Problem at work /study place with parking No, I have paid arrangement 100 000

2% Inhabitants No, there is nearby parking 50 000 place Yes 23% 28% - Car available 3 or more times Car available 3 or more times Car available 3 or more times No car available per week used as driver per week used as a per week, but not used passenger No, I have my own parking Female Male place 47%

Trips depending on sex and age

The mobility rate, defined as the average number of trips per person and per day is maximal between 10 and 15 years old Vake is the area with the highest rate of parking problem for people working / studying in the sector, followed by (almost 2 trips per person and per day), because a large proportion of this population goes at school, and therefore Saakadze and Saburtalo. Digomi and Dampalo are the sectors where the parking problems rate is the lowest. perform at least two trips per day. The mobility rate of men and women is very close for men and women.

The mobility rate then slightly decreases for both men and women up to 45 years old (around d1.75 trips per day and per Problem at work /study place with parking person, with no significant differences for men and women). For older persons, the mobility rate then decreases more sharply with age, especially for women. Gldani

Mobility depending on age and sex Didube Chughureti 2,50 Samgori 2,00 Isani

1,50 Nadzaladevi

Krtsanisi

1,00 Sectorofwork study /

Saburtalo Trips/ person day / 0,50 Vake

Mtatsminda 0,00 5 - 9 10 - 14 15 - 19 20 - 24 25 - 29 30 - 34 35 - 39 40 - 44 45 - 49 50 - 54 55 - 59 60 - 64 65 - 69 70 - 74 75 - 79 > 80 0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100% Age Share

Men Women Yes No, I have my own parking place No, there is nearby parking place No, I have paid arrangement

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7. MOBILITY AND TRIPS Mobility Rate : Trips per person and per day 4,5 Motorized and non-motorized mobility depending on age 4 3,5 In average, the Tbilisi inhabitants performs 1.56 trip per day. The figure is slightly lower than the figure of 2011, where the mobility rate was estimated to 1.65 trip per day and per person. The non-motorized mobility rate (defined as the 3 average number of trip performed each day using by walk or using a bicycle) stands at 0.42 trip per day, while the number 2,5 of motorized trip per day and per person stands at 1.14. 2 1,5

The non-motorized mobility is at hiss highest for people between 5 and 19 years old, and sharply decreases after 20 years Trips/ pers /day while the motorized mobility is highest for people between 20 and 29 years old. 1 0,5

Non-Motorized Motorized Mobility 0 Paris United States Tallinn Sarajevo Tbilisi Trip / day / Trip / day Trip / day Age min Age max person /person / person Mobility per person and per mode 5 9 0.84 0.75 1.60 10 19 0.86 1.02 1.89 In average, Tbilisi inhabitants performs 0.59 trips per day using Public Transport, with higher use of Public Transport for women (0.68 trip per day) than for men (0.52 trip per day). Women also walks more frequently (0.48 trip per day) than 20 29 0.29 1.51 1.80 men (0.34 trip per day). Inversely, men have a greater use of car as driver (0.5 trip per day and per person) than women 30 39 0.34 1.38 1.72 (0.12 trip only). 40 49 0.34 1.31 1.65 50 59 0.31 1.14 1.46 The market share of private car has very significantly increased from 19% in 2011 (driver + passenger) to 30% in 2016. The reason of that transfer are linked to both the increased motorization rate of households; By contrast, Public Transport 60 69 0.32 0.85 1.17 represents 39% of trips, significantly decreasing from the study of 2011, where its market share was estimated to 49%.. 70 9999 0.26 0.46 0.72 Finally, the market share of walk remain almost constant, from 28% in 2011 to 27% in 2016. Average (age > 5 years) 0.42 1.14 1.56

This value stands on the low end of international benchmark. As an example, the mobility rate stands at 2.0 in Sarajevo, Mode of transport and 2.4 in Tallinn. It is usually higher than 3.5 in developed economy (3.75 in the United States and 4.1 in Paris). The two 0,80 main factors explaining this low value are the inhabitants incomes and their age repartition. 0,70

There is a well-known correlation between incomes and mobility: the higher the level of incomes, the more people 0,60 performs activities, and the more they perform trips. 0,50 Additionally, the population of Tbilisi is ageing: the decrease in the natality rate that followed the fall of the USSR has led 0,40 to the fact that the proportion of people aged 10-25, who have the highest mobility rate, is low. This impacts negatively 0,30 the mobility r in Tbilisi and is explaining why the rate is stable from 2011. In terms of forecast, the ageing of the population will keep on increasing in the near future, and, unless a strong economic boom appears, the mobility rate is expected to day Trip/ person / 0,20 remain stable within the next 5 years. 0,10

- Public Car Driver Walk Car passenger Combined Other Taxi Bicycle Two wheels Transport Passenger motor vehicle Mode

Female Male

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Taxi Passenger Mode Market Share Occupancy Rate of Private Vehicles Two wheels motor vehicle 3% Bicycle 0% Combined 0% 1% The occupancy rate of private cars stands at 1.56 person per vehicle, which is high in the usual range of values for developing countries.

Car passenger Number of trips using Private Car 11%

Public Transport 39% Walk Car As Passenger; 171 943 27%

Car as Driver; 306 000

Car Driver 19%

Public Transport Car Driver Walk Car passenger Combined Taxi Passenger Bicycle Two wheels motor vehicle Public Transport: Transfer rate and Number of Legs The private car market share (driver + passenger) in Tbilisi is now slightly higher than the ones observed in Tallinn and Sarajevo, and significantly higher the one in Paris, where active mode (walk + bicycle) have a much higher market share. During a Public Transport trip, people may combine the use different public transport systems. Each boarding in a public For public transport, Tbilisi has a higher market share than in Paris and Sarajevo. The market share of active mode is transport system generate a public transport leg. The total number of legs (or boardings) divided by the number of trips relatively low compared to benchmark cities. performed in public transport is called the transfer rate. In Tbilisi, the transfer rate stands at 1.22 boardings per trip.

From this picture, the consultant believe that significant effort could be undertaken to improve the attractiveness of walk The number of boarding in each public transport system is provided in the table hereafter. against private car. There is a certain level of competition between these two modes as the some very short distance Number of trips are performed by car, although they could be done by walking (20% of private car trips have a length below 1.5km). Public Transport System daily Targeting the market share of Paris for walk and bicycle seems unreasonable as the urban density in Paris is higher than boardings in Tbilisi, but improving walk and bicycle paths could increase the walk market share by up to 5 points. Effort to rationalize Metro 146 243 the Local bus 301 578 Marshrutka 322 134 Market Share Taxi passenger 47 868 Place Public Walk + Intercity train 545 Private Car Transport Bike Intercity bus 891 Paris 10% 32% 55% Intercity marshrutka 438 Tallinn 27% 49% 24% Plane passenger 1 277 Sarajevo 22% 22% 49% TOTAL 820 973 Tbilisi 30% 39% 27% Marshrutkas represents 42% of the public transport boardings, local bus 39% and metro 19%. Consulting Services for Organization of a Transportation Household Survey in Tbilisi Metropolitan Area 05/08/2016 Final Report Page 29/66

Mobility per person, per motive at destination Daily Boardings on Public Transport System The main motive of destination is the Domicile, representing 44.3% of the destination. It is followed by the usual place of work (17.5%), and secondary school (5.3%). Other significant motive are university, shopping, visiting friends and parents, and accompanying someone to another transportation mean (all close to 4.5%). Metro Marshrutka 19% 42% Motive of trips

Other 4.5%

Professional delivery 1.0% Local bus 39% Deliver and wait 0.3%

Accompanying/picking up someone 4.7% Metro Local bus Marshrutka Intercity train Intercity bus Intercity marshrutka Plane passenger Accompanying/picking up someone to an other 0.7% transportation mean (train, tram…) Parents or friends visits 4.6% Eating in a restaurant 0.4% Interestingly, most of the transfer are performed in combination with the metro, although this system has less boardings than bus and marshrutkas. 37% of transfer are performed between metro and bus, while 29% are performed between Having a walk 1.2% metro and marshrutkas. The transfer bus-bus represent a smaller amount (17%), Finally, transfer between marshrutkas and marshrutkas and bus and marshrutkas only represent 10% and 7% respectively of the total public transport transfer. Leisure (sport, cultural, social activities) 1.3%

Job seeking 0.3% Public Transport Transfer Administrative procedures (visa, ID…) 0.6%

Metro-Metro; 0% Motive Health 1.9%

Shopping in small downtown stores, on street markets 1.4% Bus-Bus; 17% Shopping in shopping malls / supermarkets / big markets / Metro- 4.7% Marshrutka Bus-Marshrutkas; 7% bazar s; 29% University 4.1%

Marshrutkas-Marshrutkas; Secondary School 5.1% 10% Metro-Bus; 37% Kinder garden 0.7%

Infant nursery 0.0%

Not usual work place 0.8%

Usual work place 17.5%

Domicile 44.1%

0% 5% 10% 15% 20% 25% 30% 35% 40% 45% 50%

The proportion of people who do not perform any trips stands at around 35%, and is significantly higher among women than men. Among people performing trips, two trips per day and per person is by far the most frequent value. The Consulting Services for Organization of a Transportation Household Survey in Tbilisi Metropolitan Area 05/08/2016 Final Report Page 30/66

proportion of obliged trips (linked to work or education at origin or destination) is high: it represents around 55% of the trips performed, against, for example, 38% in Paris. The proportion of non-obliged trips in developed economy is generally Mode share for each motive higher than in Tbilisi because people tends to perform additional activities such as leisure and shopping. Other

Professional delivery

Deliver and wait Tbilisi Paris Accompanying/picking up someone

Non- Non- Accompanying/picking up someone to an other transportation … Obliged Obliged 45% 62% Parents or friends visits Obliged 38% Eating in a restaurant Obliged Having a walk 55% Leisure (sport, cultural, social activities)

Job seeking

Administrative procedures (visa, ID…)

Motive Health

Shopping in small downtown stores, on street markets

Mode Share by Motive at Destination Shopping in shopping malls / supermarkets / big markets / bazar

Public Transportation has the highest market share for University (around 80%), job seeking (around 70%), and University administrative procedures (around 55%). Car as driver has the highest market share for Accompanying someone (to Secondary School another transportation mean or somewhere else), and to work. Finally, the walk has its highest market share for infant Kinder garden nursery, kinder garden and secondary school. Infant nursery

Not usual work place

Usual work place

Domicile

0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100% Percentage of mode used

Public Transport Car Driver Walk Car passenger Combined No Mode Other Taxi Passenger Bicycle Two wheels motor vehicle

Mobility per person, per mode and main activity

For women, the market share of public transport is highest for student, trainee and partial job. Private car as driver has low market share for all main activity of the person. Walk is highest for pupil, people staying at home and retired people.

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7.8 Mode Share per age Mode share for women, depending on the main occupation 100% Mode share are greatly impacted by age of persons. The market share of walk is maximum for people aged 5-15, and people over 80 years old. The public transport market share increases from 5 to 25 years old and then sharply decreases 80% due to the shift to private car. Finally, the market share of car as driver is very marginal up to 20 years old, then significantly 60% increases to reach a maximum for people between 35 and 39 years old; It then progressively decreases, and becomes 40% marginal for people older than 70 years old.

20% Modeshare Mode share per age 0% Full time job Part time job Pupil Student Unemployed Retired Staying at Trainee Other home 95-100 Main occupation 90-94

85-89 Public Transport Car Driver Walk Car passenger Combined No Mode Other Taxi Passenger 80-84 Bicycle Two wheels motor vehicle 75-79

70-74

For men, the main difference compared to women is the market share of private car as driver. This market share stands 65-69 at 50% for men with a full time job (compared to 15% only for women). In the case of men, private car as driver also has significant market share in all other category of people, except pupil trainee and student, where its market share stands 60-64 below 10%. , 55-59

50-54

Mode share for men, depending on the main occupation Age 45-49 100% 40-44

80% 35-39

60% 30-34

40% 25-29 Modeshare 20% 20-24

0% 15-19 Full time job Part time job Pupil Student Unemployed Retired Staying at Trainee Other 10-14 home Main occupation 5-9 0-4 Public Transport Car Driver Walk Car passenger 0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100% Combined No Mode Other Taxi Passenger Mode used Bicycle Two wheels motor vehicle

Public Transport Car Driver Walk Car passenger Combined No Mode Other Taxi Passenger Bicycle Two wheels motor vehicle

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Hourly Distribution of trips Hourly distribution of location of women

The morning peak hour is located between 9 and 10 am, and represent 12.4% of the daily trips. The evening peak hour is Outside Home much less sharp, as the distribution of hour for leaving work and school are more variable. At home 100% Distribution of arrival time 90% 14% 80% 12,4% 70% 12% 60% 50% 10% 8,7% 8,7% 40% 8,0% 8,2% 8% 30% 6,9% 6,7% 7,0% 6,4% 20% 5,5% 5,7%

6% 10% Proporrtion 3,6% 3,5% 0% 4% 2,9% 2,5% 2% 1,1% 1,2% 0,3% 0,2% 0,1% 0,1% 0,1% 0,1% 0,3% 0% Hourly distribution of location of men

Hour Outside Home At home 100% Hourly Distribution of location 90% 80% Whatever the time of the day, at least 50% of men and 60% of women are at home. The proportion of women and men 70% outside home is maximal between 12 and 13 am. 60% 50% 40% 30% 20% 10% 0%

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Average trip time per mode Average trip time per motive

Other In Tbilisi, the average trip time, whatever the motive and the mode of transportation, stands at 28. The average trip time Professional delivery is maximal for combined trip, i.e. trips including both a private vehicle leg and a public transport leg (53 minutes). Non- Deliver and wait motorized trips (walk and bicycle) have the lowest travel time (15 and 16 minutes respectively). Public Transport average Accompanying/picking up someone travel time stands at 39 minutes, while all other modes have a travel time standing between 25 and 30 minutes. Accompanying/picking up someone to an other … Parents or friends visits Average trip time per mode Eating in a restaurant Having a walk 60 53 Leisure (sport, cultural, social activities) Job seeking 50 Administrative procedures (visa, ID…) 39 Health 40 Shopping in small downtown stores, on street markets Shopping in shopping malls / supermarkets / big markets /… 29 28 28 30 26 26 University Secondary School 20 16 Kinder garden 13

Average Average timetrip(min) Infant nursery 10 Not usual work place Usual work place - Domicile Public Car Driver Walk Car passenger Combined Other Taxi Bicycle Two wheels Transport Passenger motor vehicle - 5 10 15 20 25 30 35 40 45 50 Mode Average trip time (min)

Average trip time per motive

The average trip time is minimal for education motive, excluding university: infant nursery, kinder garden, secondary school. For these motives, the average travel time stands below 20 minutes. Other motives with lower than average travel time are mostly linked to leisure, shopping and visiting friends.

At the opposite, University has one of the highest average travel time, with more than 40 minutes. Administrative procedure, job seeking and health also have a high average travel (32 to 33 minutes).

Travel time to go to work stands at 32 minutes for the usual place of work, but is higher the place of work is not the usual one (38 minutes).

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Men doing no trips vs at least one trip 8. TRANSPORTATION MODES CUSTOMERS 180 000 160 000 140 000 The purpose of this section is to provide an analysis of the various mode customers. We first provide a description of the 120 000 category of people who performed no trips at all, and then perform the analysis of each mode. 100 000 80 000 8.1 Persons with no trips vs Persons who performed at least 1 trip 60 000

Numberofpersons 40 000 In average, 34% of persons perform no trip at all in a given day of the week. In 2011, the figure was 38%. 20 000 8.1.1 Sex and Age - <20 21-50 >50 The proportion of women performing no trips at all increases with age. Women performing no trips at all only represent Age 20% of the women below 20 years old, but this proportion increases over 50% among the women of 50 years old or more. No trips At least 1 trip

Women doing no trips vs at least one trip 8.1.2 Residential Area 200 000 180 000 The percentage of women performing no trip is approximately the same in all part of the city, and stands around 40%. 160 000 Chughureti is the district where the proportion of women performing no trips at all is the smallest (32 %), while 140 000 Nadzaladevi is the district where this proportion is the highest (50%). 120 000 100 000 80 000 Percentage of women making no or at least one trip, per sector 60 000 100%

Numberofpersons 40 000 90% 20 000 80% - 70% <20 21-50 >50 60% Age 50% 40% No trips At least 1 trip 30% 20% For men, the same phenomenon is observed, but the increase of the proportion of men doing no trips at all with age is 10% slightly more significant than in the case of women. 0% Mtatsminda Vake Saburtalo Krtsanisi Nadzaladevi Isani Samgori Chughureti Didube Gldani

Female; no trips Female; at least 1 trip

For men, the proportion of men performing no trips at all stands around 35%. Here again, the differences by district are tight.

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Percentage of men making no or at least one trip, per sector 100% 8.2 Frequency of Use of Private Car as Driver 90% 80% In Tbilisi, 19% of trips are made by private car, used as a driver. We provide an analysis of the population using car as 70% driver in the paragraphs hereafter. 60% 50% 8.2.1 Sex and Age 40% 30% The use of car as driver is strongly correlated to both sex and age. While the population below 20 years old only marginally 20% 10% use car as driver (around 0.02 trips per day and per person for men and less than 0.01 for women), the frequency of use 0% reaches 0.75 trip per day and per person among the men between 21 and 50 years old. It then decreases to 0.5 trips per Vake Didube Gldani Digomi Navtlugi Nazaladevi Varketili Saburtalo Saakadze Dampalo day and per person for men over 50 years old. Titre de l'axe For women, the rate is much lower: it stands at 0.25 trips per day and per person for women between 21 and 50 years Male; no trips Male; at least 1 trip old, and decreases to a low 0.02 trips per day and per person for women over 50 years old.

8.1.3 Main occupation Frequency of use of private car as driver according to sex and age 0,8 For both men and women, the proportion of people performing no trips at all is highest in the unemployed and retired people, and, of course, for the persons with the status “staying at home”. As mentioned above, the proportion of retired 0,7 women performing no trip at all is remarkably high. 0,6 0,5 At the contrary, the proportion of people performing no trip is very low among the persons who have an activity (full or 0,4 part time job, pupil, and student). 0,3 0,2 0,1 Number of women and men making no or a least one trip, according to 0,0 their occupation <20 21-50 >50

160 000 Age Frequencyofuse (trips/ day / pers) 140 000 Female Male 120 000 100 000 80 000 8.2.2 Residential Area 60 000 There are significant differences in the frequency of use of car as driver depending on the sector. While this frequency

Numberofpersons 40 000 over 0.4 trip per day and per person for people living in Saakadze and Saburtalo, it stands below 0.2 trip per day and per 20 000 persons in Navtugli and Varketili. - Full time job Part time job Pupil Student Unemployed Retired Staying at Trainee Other home Main occupation

Female, no trip Male, no trip Female, at least one trip Male, at least one trip

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Use of private car as driver by sector Frequency of use of private car as driver depending on the main occupation Dampalo Saakadze 0,8 Saburtalo 0,7 Varketili 0,6 Nazaladevi 0,5

Navtlugi 0,4 Sector Digomi 0,3 Gldani (trip/day/person) 0,2 Didube 0,1 Vake Frequencyofuse ofprivate car 0,0 Full time job Part time job Pupil Student Unemployed Retired Staying at Trainee Other - 0,05 0,10 0,15 0,20 0,25 0,30 0,35 0,40 0,45 0,50 home Frequency of trips made by private car as drivers (trips / day / person) Main occupation

8.2.3 Car Availability

The most cars are available to a person, the most frequent this person will use a car to make a trip. While people living in household where no car is available performs almost not trip using a car as driver, people with 3 cars or more available in the household perform in average 0.94 trips per day using a car as driver. The relation between frequency of use and number of cars in the household is almost linear.

Frequency of use of private car as driver depending on the number of cars available in the household 1,00 0,90 0,80 0,70 0,60 0,50 0,40 0,30 0,20 0,10

- Frequencyofuse (tripsperson/ / day) 0 car available 1 car available 2 cars available 3 cars available 4 cars available

8.2.4 Main occupation

The use of a car as driver is at its highest for persons with a full time job (0.7 trips per day and per person). For the other categories of main occupation the frequency of use is much lower: it stands at 0.38 trips per day and per person for part time job, and is below 0.3 for all other main occupations.

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8.3 Frequency of Use of Private Car as Passenger Use of private car as passenger by sector

Dampalo In Tbilisi, 11% of trips are made by private car, used as a passenger. Saakadze Saburtalo Varketili 8.3.1 Sex and Age Nazaladevi

Navtlugi Sector The use of car as passenger is slightly higher for women than for men, which is a major difference with the use of car as Digomi driver. Persons below 20 years old and persons between 21 and 50 years old have a similar frequency of use of car as Gldani passengers, around 0.18 trip per day and per persons. The frequency of use is significantly lower for people above 50 Didube years old, standing at 0.08 trips per person and per day, and is higher in this category for women than for men. Vake

- 0,05 0,10 0,15 0,20 0,25 Frequency of trips made by private car as passenger (trip / day / person) Frequency of use of private car as passengers according to sex and age 0,25 0,20 8.3.3 Car Availability

0,15 The correlation between the number of car in the household and the use of car as passenger is high, although lower than 0,10 in the case of car as driver.

0,05 The frequency of use is highest when two cars are available. It decreases slightly when there are three cars available, probably because when 3 cars are available people use them as driver. When no car is available in the household, the - frequency of use still stand at 0.09 trip per day and per person. It indicates that these people share the car with people <20 21-50 >50 from outside their household (carpooling). Age

Frequnecyofuse / (tripday / person) Female Male

Frequency of use of private car as passenger depending on the number of 8.3.2 Residential Area cars available in the household As in the case of car as driver, there are significant differences in the frequency of use of car as passenger depending on 0,30 the sector. Sectors where the use of car as driver is high are also the sectors where the use of car as passengers are the 0,25 highest: Saburtalo and Digomi are the sectors with the highest use of private car as a passenger, above 0.2 trips per day and per person. Varketili and Navtugli are the sectors with the lowest frequency of use, below 0.13 trips per day and per 0,20 person. 0,15

0,10

0,05

- 0 car available 1 car available 2 cars available 3 cars available 4 cars available Frequencyofuse / (tripday / person

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8.3.4 Main occupation

The use of car as passenger is much more shared among the various main occupation than in the case of car as driver. Trainee and Pupils are the category of people where the frequency of use is at his highest (around 0.27 trips per day and person).

Frequency of use of private car as passenger depending on the main occupation 0,35 0,30 0,25 0,20 0,15 0,10 0,05 0,00 Full time job Part time job Pupil Student Unemployed Retired Staying at Trainee Other

home Frequencyofuse / (tripperson day) / Main occupation

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8.4 Frequency of Use of Public Transport Frequency of use of Public Transport by sector

Dampalo Public Transport includes metro, local bus, local marshrutkas, intercity train, intercity bus and intercity marshrutka. They represent 39% of the trips in Tbilisi. Saakadze Saburtalo 8.4.1 Sex and Age Varketili Women use public transport more frequently than men, especially those aged between 21 and 50. They use public Nazaladevi Navtlugi transport almost 1 time a day. For men, the use of public transport progressively decline with the age category. The Sector average frequency of use of public transport varies much less than in the case of car (as driver or passenger). Digomi Gldani Use of Public Transport according to sex and age Didube 0,90 Vake 0,80 - 0,10 0,20 0,30 0,40 0,50 0,60 0,70 0,70 Frequency of use (trip / day / person) 0,60 0,50 0,40 8.4.3 Car Availability 0,30

Tripsmade by PT 0,20 The use of Public Transport is strongly affected by the number of car available in the household: the higher the number 0,10 of car, the lower the use of public transport, as people who have a car available tend to shift to private car (either as driver - or as passenger). Persons living in household where no car is available perform in average 0.7 trip per person and per day <20 21-50 >50 with public transport, while persons living in household where 3 cars are available perform in average 0.27 trip per day Age using public transport.

Female Male Frequency of use of public transport depending on the number of cars

available in the household 8.4.2 Residential Area 0,80 0,70 Public transport is more frequently used by people living in Didube (0.66 trip per day and per person) and Nazaladevi. (0.6 trip per day and per person). People living in Vake and Saakadze are the one using public transport less frequently (0.49 0,60 trip per day and per person). 0,50 0,40 0,30 0,20 0,10 - Frequencyofuse / (tripperson day) / 0 car available 1 car available 2 cars available 3 cars available 4 cars available

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8.4.4 Main occupation

Public transport is most frequently used by student and trainee, with more than 1.2 trip per person and per day in average. All other categories have much mower frequency of use of Public Transport, but the frequency of use is nevertheless still significant for all occupation categories.

Frequency of use of Public transport depending on the main occupation 1,60

1,40

1,20

1,00

0,80

0,60

0,40

0,20

Frequency/ use of day person) (Trip / 0,00 Full time job Part time job Pupil Student Unemployed Retired Staying at Trainee Other home

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8.5 Frequency of Use of Bicycle Use of bicycle by sector The usage of bicycle is very low in Tbilisi: only 0.15% of trips (with a significant margin of error for such a low number) are Dampalo made by bicycle. Around 50 trips performed by bicycle have been recorded during the survey, and the analysis of the Saakadze population of the persons performing these trips has significant margin of errors, due to the small number of records in Saburtalo the survey. Varketili 8.5.1 Sex and Age Nazaladevi

Navtlugi Sector For men, bicycle is mostly performed by under 20 years old men. The usage of bicycle for men tends to decline over time, Digomi which is not the case for women. Over 50 years old, they perform more trips by bicycle than men. Gldani Didube Trips made by bicycle, per sex and age Vake

1 000 - 100 200 300 400 500 600 700 800 900 1 000

800 Number of trips made by bicycle

600 8.5.3 Main occupation 400 People cycling the most are either unemployed or have a full time job. 200

- Use of bicycle according to the occupation <20 21-50 >50 1 200 Numberoftrips made by bycicle Age 1 000 Female Male 800 600 8.5.2 Residential Area

400 Numberoftrips Varketili and Dampaio are the two sectors where people cycle the most, while Digomi, Navtlugi, Saakadze and Gldani are 200 the area where the usage of bike is the most limited. - Full time job Part time job Pupil Student Unemployed Retired Staying at Trainee Other home Main occupation

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8.6 Frequency of Use of Motorbike 8.6.3 Main occupation

Only 0.12% of daily trips are made by motorbike in Tbilisi. The same caveats as in the case of bicycle here apply: because People using a motorbike to make a trip have either a job, or are retired or staying at home. The frequency of use, in trips of the low number of trips performed by motorbike during the survey, the margin of errors relating to the population of per person and per day, are very low (0.01 trips per person and per day in average). motorbike users has significant margin of errors.

8.6.1 Sex and Age Frequency of use of motorbike depending on the main occupation The usage of motorbike is slightly higher among men than among women, but the difference is tight. The trips are mostly 0,005 performed by people between 21 and 50 years old. 0,004 0,004 Trips made by motorbike according to age and sex 0,003 800 0,003 0,002 700 0,002 600

0,001 Frequencyofuse 500 0,001 400 0,000 300 Full time job Part time job Pupil Student Unemployed Retired Staying at Trainee Other home 200 100 Main occupation Tripsmade by motorbike - <20 21-50 >50

Age

Female Male

8.6.2 Residential Area

Persons using motorbike are mostly located in Gldani and Dampalo.

Frequency of use of motorbike by sector

Dampalo Saakadze Saburtalo Varketili Nazaladevi

Navtlugi Sector Digomi Gldani Didube Vake

- 0,001 0,002 0,003 0,004 0,005 0,006 0,007 0,008 0,009 0,010 Frequency of use of motorbike

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8.7 Frequency of Use of Walk Frequency of use of Walk by sector

8.7.1 Sex and Age Dampalo Saakadze The use of walk is well correlated with sex and age. Women tend to perform more trips by walk than men, and the use of Saburtalo walk decrease over time. While men and women below 20 years old both perform around 0.6 trip per day by walk, the Varketili difference between men and women is much higher for the population between 21 and 50 years old. For this age category, Nazaladevi

women perform in average around 0.45 trip per day by walk, while men only perform 0.18 trip per day by walk. For people Navtlugi Sector over 50 years old, the walk mobility keep on decreasing, and the difference between men and women is still significant: Digomi women perform in average 0.35 trip per day by walk, and men around 0.2 Gldani Didube Vake Use of Walk according to sex and age - 0,10 0,20 0,30 0,40 0,50 0,60 140 000 Frequency of use (trip / day / person) 120 000

100 000 8.7.3 Car Availability 80 000 60 000 The use of walk decreases with the car availability. People living in households where no car is available perform in average

40 000 0.7 trip per day by walk, whereas people living in household where one car is available only perform 0.35 trip per day by Tripsmade by PT 20 000 walk in average. The impact of having more than one car available in the household on the walk mobility is smaller. - This correlation seems to indicate a competition between walk and private car on short distance trips. <20 21-50 >50 Age Frequency of use of walk depending on the number of cars available in Female Male the household

0,80

0,70 8.7.2 Residential Area 0,60

There are some significant differences in the walk mobility depending on the residence sector. Didube is the sector where 0,50 the people who live in walk the most (around 0.54 trip per day and per person), while Dampalo is the sector where the 0,40 resident walk the less (0.31 trip per day and per person). 0,30 0,20 0,10 -

Frequencyofuse / (tripperson day) / 0 car available 1 car available 2 cars available 3 cars available

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8.7.4 Main Occupation

The use of walk is at its highest for pupil (1 trip per person and per day). Student, retired people and Trainee are the one with the lower frequency of use, below 0.3 trip per person and per day.

Frequency of use of Walk depending on the main occupation 1,20

1,00

0,80

0,60

0,40

0,20

Frequencyofuse (Trip/ day / person) 0,00 Full time job Part time job Pupil Student Unemployed Retired Staying at Trainee Other home

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9. ORIGIN-DESTINATION MATRIX

Motorized Trips

The motorized trips (i.e. those excluding walking and bicycling) show three main centralities: Saburtalo, Vake and Didube. The motorized trips between Vake and Saburtalo are exceeding 20 000 trips per day, in each direction.

Didube and Vake are exchanging around 17,000 trips per day in each direction.

Other significant flows are occurring between Didube and Gldani (around 15,000 trips per day and per direction), and between Isani and Samgori.

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Private Cars (Drivers + Passengers)

For Private Cars, as driver or as passengers, Vake, Didube and Saburtalo are the main centralities again. Didube, in particular, attracts et emits traffic in all directions.

The traffic from / to Vake is mostly linked to a smaller number of districts: Saburtalo (around 15,000 trips per day in each direction), Mtatsminda (around 7,000 trips per day and per direction), and Didube (around 6,000 trips per day and per direction).

Didube exchanges some traffic with Saburtalo (around 10,000 trips per day and per direction), Gldani (around d7, 000 trips per day and direction, and Vake.

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Public transportation

For Public Transportation, the main centralities are again Vake, Saburtalo and Didube, to which one could additionally mention Gldani and Nadzaladevi.

Vake and Saburtalo daily exchange around 11,000 trips per day and per direction. Saburtalo and Didube exchange around 9,000 trips per day and per direction. Didube also exchange around 8,000 trips per day and per direction with Gldani and Nadzaladevi.

There also significant exchange between Gldani and Nadzaladevi (8,000 trips per day and per direction) and between Isani and Samgori (9,000 trips per day and per direction).

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Home-Work

For Home to Work, the highest number of trips occur from Gldani to Didube (11,000 trips per day). There are significant exchange between Vake and Saburtalo (around 9,000 trips per day, in each direction), from Saburtalo and Nadzaladevi to Didube (around 8,000 trips per day) and from Gldani to Saburtalo. (Around 8,000 trips per day).

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Home-Education

For Home-Education, Vake, that concentrates a lot of University, is the main trip attractor : each day, there are approximately 7,000 trips from Nadzaladevi to Vake, 5,000 trips from Samgori to Vake, and 13,000 trips from Saburtalo to Vake.

Saburtalo is the second main trip attractor : there are approximately 3,000 trips from Vake to Saburtalo, and other significant level of traffic (between 1,000 and 2,000 trips per day) are observed from Isani, Nadzaladevi, Samgori and Gldani to Saburtalo.

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Secondary Trips

For secondary trips (i.e. trips where neither origin nor destination is home), Vake is by far the main centrality. There are approximately 5,000 trips per day and per direction between Vake and Saburtalo, and 4,000 trips from Mtatsminda to Vake and between Saburtalo and Didube, in each direction.

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10. CONCLUSION

The household survey performed on year 2016 has shown that the mobility rate in the city is constant from 2011 at around 1.6 trip per person and per day. This rate is expected to remain flat in the near future due to demographic and economic aspects.

The situation within the city is nevertheless changing rapidly: the market share of private cars is growing, following a well observed increase in the vehicle ownership. The vehicle ownership increase seems to be mostly linked to the purchase of second hand cars, more than by the purchase of brand new ones. Private car market share is affecting both public transport and walking market shares. As of today, private car as driver are mostly used by men, but the young women have more frequently a driver license than old women, and the use of private car as driver by women could significantly increase in the future.

The growth of the private car market share, although testifying of a certain level of household enrichment, is expected to generate a number of issues in the following years: congestion, lack of parking places, pollution. Facing these issues will be a major challenge for the city, and the adapted response shall be carefully designed. It is beyond the scope of this study to recommend any measure to tackle this issue (as a recommendation could only occur after assessing the cost and benefits analysis of any measure), but the policies to limit the use of private car or to the corresponding externalities and nuisance generally include the following types of measures:

 Supporting the development of active modes: 20% of private car trips are performed on a distance smaller than 1.5km. Shifting a significant share of these trips to walking (or biking) is achievable if measures to encourage the use of active modes are taken: improving the continuity, the quality and the security of walk and bike paths.  Improving the public transport system level of service: people will shift from public transport to private cars only if the public transport level of service is significantly better than the one provided by the use of private car. Decreasing travel time by promoting dedicated lane to bus networks, priority at traffic light, and on crowded traffic corridor possible development of light rail system are among the available solution. Noticeably, and with except for the metro, the public transport trips very rarely combine the use of multiple public transport lines. This is partially due to the marshrutkas, but testifies that integration between the various public transport lines and system should be developed. This integration can be developed in terms of tariffs, but also in terms of information to the customers. Finally, restructuring the bus and marshrutkas network in order to improve the complementarity between the two systems is also part of the possible measures. The need for a reinforced integration between all public transport system including marshrutkas raises the possibility of a unique transport authority within the city, with extended power on the definition and the regulation of all public transport routes and tariff policies.  Strategy on parking: Parking issues are mostly located in certain dense areas of Tbilisi (Saburtalo, Vake, Didube), where it generates additional congestion from vehicles turning around to find a parking place. Additionally, the space consumption generated by in the street parking is representing a major challenge for the city (it affects, for example, the quality of walk paths). Developping the out of street parking spaces, setting up a policy discouraging the use of long duration in the street parking are among the set of measures that could be envisioned.

The various set of measures that could be envisioned shall be assessed through costs and benefits analysis. These analysis can only be performed through the use of evaluation tools. Building such tools is generally data consuming, and the database provided by the household survey constitute very detailed view of the existing situation. Disseminating this database to consultants / entities in charge of developing evaluation tools for transportation measure should be part of the city authority strategy.

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11. ANNEX

Questionnaires

SURVEY NOT PERFORMED

Building is destroyed 01

TBILISI METROPOLITAN AREA Not the household main home 02 Empty house or not any more a house 03 TRANSPORTATION HOUSEHOLD SURVEY 2015 Household refused to answer 04

Address: ______Impossible to reach the household (6 tries) 05

______other

District:______Phone contact:______GORBI Systra Other None

EXTERNAL CONTROL SHEET (English) Call-back Back Check Field

QUESTIONNAIRE No DATE Input

SAMPLING ZONE SURVEYOR CODE

FINE ZONE OPERATOR CODE SURVEY PERFORMED N°1 N°2 N°3 N°4 ADDRESS # SUPERVISOR CODE GORBI

Systra- HOUR MINUTES TIME OF SURVEY

VALIDATED BY

REFUSED BY

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PART 1: GENERAL QUESTIONS TO THE HEAD OF THE HOUSEHOLD Other 5 5 5 5

H9 What is the status of the DWELLING vehicle?

Owned 1 1 1 1 H1 What is your type of housing? Professional (full time use) 2 2 2 2 1. Individual 2. Collective/small (1 to 3 floors) Professional (limited use) 3 3 3 3 3. Collective/big (more than 3 floors) 4. Other H2 rented 4 4 4 4 H2 In your house/flat, are you: Other 5 5 5 5 H10 1. Owner 2. Leaser 3. Other H3 H10 Where is the vehicle parked at night? H3 How long have been you living in the neighborhood? ______H4 Garage (private owned) 1 1 1 1 H4 Do you have a phone landline at home? Garage (rented) 2 2 2 2 1. Yes 2. No H5 Other reserved place 3 3 3 3 If 1 H5 Do you have internet at home? then In the street 4 4 4 4 H12, 1. Yes 2. No H6 else Public open parking place 5 5 5 5 H11

H11 During the night this kind of parking is: CAR OWNERSHIP AND PARKING Prohibited (Illegal) 1 1 1 1

Free 2 2 2 2 H6 Do you have any vehicles in your household? 1. Yes Paid by householder 3 3 3 3 2. No H7 Paid by someone else 4 4 4 4 H16 (employer) H12

H7 What is total number of vehicles in your household? ______H8 H12 How many kilometers did you drive during the last 12 Please answer for each vehicle Vehicle 1 Vehicle 2 Vehicle 3 Vehicle 4 months? H13

H8 What kind of vehicle is it? H13 How much did you spend on average on spare parts and Car 1 1 1 1 repairs during the last 12 Pick up 2 2 2 2 months? H14

Van / transit 3 3 3 3 H14 How much did you spend for insurance, during the last 12 Lorry / truck 4 4 4 4 H9 months? H15 Consulting Services for Organization of a Transportation Household Survey in Tbilisi Metropolitan Area 05/08/2016 Final Report Page 54/66

H15 How old is your main current 9. 1. M 2. F 1. Yes 2. No vehicle? H16 10. 1. M 2. F 1. Yes 2. No H16 What is the total number of bicycles used frequently (at least 2 times a week)? ______P1

Members of the household (follow P3)

1 2 3 4 5 6 7 8 9 10

Head

P7 Relationship with the head of the household

1. Head of the 1 ------household

HOUSEHOLD MEMBERS 2. Spouse/partner - 2 2 2 2 2 2 2 2 2

3. Child - 3 3 3 3 3 3 3 3 3 INTERVIEWER: Consider all persons usually spending at least 3 nights per week (Monday to Friday) in the household. For 4. Cousin - 4 4 4 4 4 4 4 4 4 persons less than 5 years old, only ask questions P1 to P4 (write down first persons older than 5 years old).

5. Grandchild - 5 5 5 5 5 5 5 5 5

P1 What is the total size of the household (including members under 5):______P2 6. Parent - 6 6 6 6 6 6 6 6 6

P2 How many members of your household are of age 5 or more? ______P3 7. Other relatives - 7 7 7 7 7 7 7 7 7

Please name all the persons in the household, including absent 8. Not relatives - 8 8 8 8 8 8 8 8 8 P8

P3 No Name P4 Sex P5 Age P6 Driving license P8 Last education achieved

1. Head 1. M 2. F 1. Yes 2. No 1. No formal education 1 1 1 1 1 1 1 1 1 1 P8.1

2. 1. M 2. F 1. Yes 2. No 2. Primary (basic) 2 2 2 2 2 2 2 2 2 2 education 6 years 3. 1. M 2. F 1. Yes 2. No 3. Incomplete 3 3 3 3 3 3 3 3 3 3 4. 1. M 2. F 1. Yes 2. No secondary (8– 9 years) 5. 1. M 2. F 1. Yes 2. No 4. Special (Vocational , 4 4 4 4 4 4 4 4 4 4 6. 1. M 2. F 1. Yes 2. No college) education

7. 1. M 2. F 1. Yes 2. No 5. Complete secondary 5 5 5 5 5 5 5 5 5 5 (10– 12 years) 8. 1. M 2. F 1. Yes 2. No

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6 Bachelor’s degree 6 6 6 6 6 6 6 6 6 6 P10 Secondary occupation

7 Master’s degree 7 7 7 7 7 7 7 7 7 7 Members of the household (follow P2)

8 Post graduate/ 8 8 8 8 8 8 8 8 8 8 1 2 3 4 5 6 7 8 9 10 Doctoral Studies Head 9 Refusal to answer 9 9 9 9 9 9 9 9 9 9 0. Not Applicable 0 0 0 0 0 0 0 0 0 0 P8.1 Are you still studying P9 1. Full time job 1 1 1 1 1 1 1 1 1 1 1. yes 2. Part time job 2 2 2 2 2 2 2 2 2 2 2. No 3. Student 3 3 3 3 3 3 3 3 3 3 P9 Main occupation 4. Other 4 4 4 4 4 4 4 4 4 4 P11 1. Full time job 1 1 1 1 1 1 1 1 1 1 P11 Profession 2. Part time job 2 2 2 2 2 2 2 2 2 2 1. Blue collar (private) 11 11 11 11 11 11 11 11 11 11 3. Pupil 3 3 3 3 3 3 3 3 3 3 2. White collar (private) 12 12 12 12 12 12 12 12 12 12 4. Student 4 4 4 4 4 4 4 4 4 4 3. High qualified 13 13 13 13 13 13 13 13 13 13 5. Unemployed 5 5 5 5 5 5 5 5 5 5 professional

6. Retired 6 6 6 6 6 6 6 6 6 6 (private sector)

7. Staying at home 7 7 7 7 7 7 7 7 7 7 4. Manager (private 14 14 14 14 14 14 14 14 14 14 sector) 8. Trainee 8 8 8 8 8 8 8 8 8 8 5. Owner of small firm 22 22 22 22 22 22 22 22 22 22 9. Other 9 9 9 9 9 9 9 9 9 9 P10 6. Owner of firm, 23 23 23 23 23 23 23 23 23 23

7. Civil Servant 24 24 24 24 24 24 24 24 24 24

8. Senior/Managing 25 25 25 25 25 25 25 25 25 25 Civil Servant

9. Farmer 26 26 26 26 26 26 26 26 26 26

10. Self-employed 27 27 27 27 27 27 27 27 27 27

11. Pupil 31 31 31 31 31 31 31 31 31 31

12. Student 32 32 32 32 32 32 32 32 32 32

13. Housewife 33 33 33 33 33 33 33 33 33 33 P12

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14. Retired 34 34 34 34 34 34 34 34 34 34

15. Unemployed 35 35 35 35 35 35 35 35 35 35

16. Other 40 40 40 40 40 40 40 40 40 40

P12a Do you have a 1 yes 1 1 1 1 1 1 1 1 1 1 Magnetic pass for 2 no Public transport? 2 2 2 2 2 2 2 2 2 2 P12b

P12b Do you have a City 1 yes 1 1 1 1 1 1 1 1 1 1 Hall Social Card? 2 no 2 2 2 2 2 2 2 2 2 2 P13

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INTERVIEWER: P13 to P15 - only for household members working, students or pupils (excluding for example, disabled people not able work, housewife…) P16 Is there a car available 3 or more times per week to go to your work or place of education?

1. Yes and I use it as 1 1 1 1 1 1 1 1 1 1 P17 driver

P13 Do you work or study at home? (write for all household members belonging to the labor force, 2. Yes and I use it as a 2 2 2 2 2 2 2 2 2 2 P20 students or pupils) P18 passenger 1. Yes P20 2. No P14 3. Yes, but I don’t use it 3 3 3 3 3 3 3 3 3 3 P20 P14 Full address for main occupation (write in table for all household members) P15 4. No 4 4 4 4 4 4 4 4 4 4

P15 Full address for secondary occupation (write in table for all household members) P16 P17 Are there any parking problems at your work or place of education?

HH P13 P14 P15 1. Yes 1 1 1 1 1 1 1 1 1 1

memb 2. No, I have my own Address Zone Address Zone 2 2 2 2 2 2 2 2 2 2 parking place 1 1 2 3. No, there is nearby 3 3 3 3 3 3 3 3 3 3 2 1 2 parking place

3 1 2 4. No, I have paid 4 4 4 4 4 4 4 4 4 4 arrangement P18 4 1 2 P18 Did you have any problems with parking yesterday? 5 1 2 1. Yes 1 1 1 1 1 1 1 1 1 1 P19 6 1 2 2. No 2 2 2 2 2 2 2 2 2 2 P20 7 1 2 P19.1 If yes 8 1 2 a)Where (zone number) 9 1 2 b)When (approx. time) 10 1 2 c)How long did you look for a parking space?

INTERVIEWER: P16 to P19 - only for household members over 18 years old working, students or pupils (excluding for a)Where (zone number) example disabled people not able work, housewife…) P19.2

b)When (approx. time)

c)How long did you look for a parking space? Members of the household (follow P2)

a)Where (zone number) 1 2 3 4 5 6 7 8 9 10

b)When (approx. time) P20 Head Consulting Services for Organization of a Transportation Household Survey in Tbilisi Metropolitan Area 05/08/2016 Final Report Page 58/66

P19.3 c)How long did you look for a 3. Less th. twice a week 3 3 3 3 3 3 3 3 3 3 parking space? 4. Less th. twice a month 4 4 4 4 4 4 4 4 4 4

5. Exceptionally 5 5 5 5 5 5 5 5 5 5 INTERVIEWER: P20 to P24 - only for household members belonging to the labor force, students or pupils (excluding for example retired people, disabled people not able work, housewife…) 6. Never 6 6 6 6 6 6 6 6 6 6

Members of the household (follow P2) P23 Did you use the public transportation last month?

1 2 3 4 5 6 7 8 9 10 1. Yes 1 1 1 1 1 1 1 1 1 1

Head 2. No 2 2 2 2 2 2 2 2 2 2 P24

P20 During a regular week (Monday through Friday), how often do you drive a car to travel in Tbilisi? P24 What situation is the most appropriate to your personal situation yesterday?

1. Almost everyday 1 1 1 1 1 1 1 1 1 1 1. Trips 1 1 1 1 1 1 1 1 1 1

2. 2/3 times a week 2 2 2 2 2 2 2 2 2 2 2. No trips 2 2 2 2 2 2 2 2 2 2

3. Less th. twice a week 3 3 3 3 3 3 3 3 3 3 3. Is/was absent 3 3 3 3 3 3 3 3 3 3 D1

4. Less th. twice a month 4 4 4 4 4 4 4 4 4 4

5. Exceptionally 5 5 5 5 5 5 5 5 5 5

6. Never 6 6 6 6 6 6 6 6 6 6 P21

P21 During a regular week (Monday through Friday), how often do you use a car as passenger to DEMOGRAPHICS travel in Tbilisi? (excluding taxis)

1. Almost everyday 1 1 1 1 1 1 1 1 1 1 D1 What is the total number of household members, including you, babies and small children? D2 2. 2/3 times a week 2 2 2 2 2 2 2 2 2 2 ______

3. Less th. twice a week 3 3 3 3 3 3 3 3 3 3 D2 What is the total number of household members with regular monthly income? ______D3

4. Less th. twice a month 4 4 4 4 4 4 4 4 4 4 D3 What was the TOTAL HOUSEHOLD monthly average income over the last 6 months? 1. No income 5. 901 to 1500 GEL 5. Exceptionally 5 5 5 5 5 5 5 5 5 5 2. Less than 300 GEL 6. 1501 to 2500 GEL 3. 301 to 600 GEL 7. Over 2501 GEL 6. Never 6 6 6 6 6 6 6 6 6 6 P22 4. 601 to 900 GEL 8. Refusal / Interviewer: Estimate the household total revenue given what you see (circle both 8 and the estimated amount). D4 P22 During a regular week (Monday through Friday), how often do you use public transport? Type of household D4 1. Single 5. Multigenerational family (Marshrutkas, Bus, Metro or Cable Car) 2. Couple, no children 6. Single parent with children 3. Family with children 7. Couple, children separated 1. Almost everyday 1 1 1 1 1 1 1 1 1 1 4. Couple with children age 27 or more 8. Other T1

2. 2/3 times a week 2 2 2 2 2 2 2 2 2 2 P23

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PART 2: PREVIOUS DAY TRIPS DESCRIPTION FOR ALL MEMBERS OF THE HOUSEHOLD

INTERVIEWER: Ask EACH household member aged 5 or over about ALL their trips during the previous day. Write answers in the following tables. Remember to check regularly if the household member did not forget any trip by asking questions; COMMUTING TRIPS especially ask to the person if he/she stopped during the trip she is describing. For example, stopping to drop the children at school or to buy a pack of cigarettes on the way from the house to the workplace generates 2 trips: one

from the house to the school/cigarettes shop and the other from the school/cigarettes shop to the workplace. CODES FOR MOTIVES FOR TRANSPORTATION Motorized mode = any mode with a code  12. 01. Domicile 31. Shopping in shopping malls / 53. Eating in a restaurant supermarkets / big markets / bazar Don’t forget to mention walking in the detail of used modes if the person walked more than 4 minutes. 11. Usual work place 54. Parents or friends visits 32. Shopping in small downtown stores, on 12. Not usual work place street markets 55. Accompanying/picking up someone to an other transportation 21. Infant nursery 41. Health mean (train, tram…) Household member 1 Trip number

22. Kinder garden 42. Administrative procedures (visa, ID…) 56. Accompanying/picking up How many trips 1 2 3 4 5 6 7 8 9 10 someone ______23. Secondary School 43. Job seeking 57. Deliver and wait T1 Purpose at origin T2 24.University 51. Leisure (sport, cultural, social activities) 61. Professional delivery 52. Having a walk T2 Location of origin T3 71. Other T3 Time of departure T4 CODES FOR THE MODE OF TRANSPORTATION T4 Purpose of destination T5 01. Walking 33. Marshrutka (local) 56. Plane passenger T5 Location of destination T6 11. Bicycle 41. Taxi passenger 61. Shared transport provided by employer (shuttle, bus…) 12. Two wheels motor vehicle 51. Intercity train T6 Time of arrival T7 62. Pupil/student transport 21. Car driver 52. Intercity bus T7 Duration of trip (min) T8 71. Truck, lorry 22. Car passenger 53. Intercity marshrutka (regional and T8 Access Time to long-distance) 81. Other ways motorized mode T9 31. Metro

32. Bus (local bus) T9 Egress time from motorized mode T10 CODES FOR THE TRIP PRICE T10 Number of motorized PUBLIC/SHARED TRANSPORT, TAXI: CAR TRIP modes T11.a Actual amount paid for the trip by the person (public transport fare, taxi T: totally paid by the household fare…) in GEL – 0 for fraud in the Public transport network. T11.a Price of trip (GEL) for P: Other mode partially paid by the household Public / Shared Transport and Taxis T11.b 0: Free trip, paid by someone else T11.b Who paid for the trips, CODES FOR THE TYPE OF INTERVIEW for private car trips ? T12 F: Face to Face T12 Details of used modes HH P: Phone

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Mode 1 #2 T12 Details of used modes

Mode 2 Mode 1

Mode 3 Mode 2

Mode 4 Mode 3

Mode 5 Mode 4 HH

Mode 5 #3

Household member 3 Trip number

How many trips 1 2 3 4 5 6 7 8 9 10 ______Household member 2 Trip number T1 Purpose at origin T2 How many trips 1 2 3 4 5 6 7 8 9 10 ______T2 Location of origin T3

T1 Purpose at origin T2 T3 Time of departure T4

T2 Location of origin T3 T4 Purpose of destination T5

T3 Time of departure T4 T5 Location of destination T6

T4 Purpose of destination T5 T6 Time of arrival T7

T5 Location of destination T6 T7 Duration of trip (min) T8

T6 Time of arrival T7 T8 Access Time to motorized mode T9 T7 Duration of trip (min) T8 T9 Egress time from T8 Access Time to motorized mode T10 motorized mode T9 T10 Number of motorized T9 Egress time from modes T11.a motorized mode T10 T11.a Price of trip (GEL) for T10 Number of motorized Public / Shared modes T11.a Transport and Taxis T11.b

T11.a Price of trip (GEL) for T11.b Who paid for the trips, Public / Shared for private car trips ? T12 Transport and Taxis T11.b T12 Details of used modes HH T11.b Who paid for the trips, for private car trips ? T12 Mode 1 #4

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Mode 2 Mode 4

Mode 3 Mode 5

Mode 4 Household member 5 Trip number

Mode 5 How many trips 1 2 3 4 5 6 7 8 9 10 ______Household member 4 Trip number T1 Purpose at origin T2 How many trips 1 2 3 4 5 6 7 8 9 10 ______T2 Location of origin T3

T1 Purpose at origin T2 T3 Time of departure T4

T2 Location of origin T3 T4 Purpose of destination T5

T3 Time of departure T4 T5 Location of destination T6

T4 Purpose of destination T5 T6 Time of arrival T7

T5 Location of destination T6 T7 Duration of trip (min) T8

T6 Time of arrival T7 T8 Access Time to motorized mode T9 T7 Duration of trip (min) T8 T9 Egress time from T8 Access Time to motorized mode T10 motorized mode T9 T10 Number of motorized T9 Egress time from modes T11.a motorized mode T10 T11.a Price of trip (GEL) for T10 Number of motorized Public / Shared modes T11.a Transport and Taxis T11.b

T11.a Price of trip (GEL) for T11.b Who paid for the trips, Public / Shared for private car trips ? T12 Transport and Taxis T11.b T12 Details of used modes T11.b Who paid for the trips, for private car trips ? T12 Mode 1

T12 Details of used modes Mode 2

Mode 1 Mode 3

Mode 2 HH Mode 4 HH

Mode 3 #5 Mode 5 #6

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Household member 6 Trip number How many trips 1 2 3 4 5 6 7 8 9 10 ______How many trips 1 2 3 4 5 6 7 8 9 10 ______T1 Purpose at origin T2

T1 Purpose at origin T2 T2 Location of origin T3

T2 Location of origin T3 T3 Time of departure T4

T3 Time of departure T4 T4 Purpose of destination T5

T4 Purpose of destination T5 T5 Location of destination T6

T5 Location of destination T6 T6 Time of arrival T7

T6 Time of arrival T7 T7 Duration of trip (min) T8

T7 Duration of trip (min) T8 T8 Access Time to motorized mode T9 T8 Access Time to motorized mode T9 T9 Egress time from motorized mode T10 T9 Egress time from motorized mode T10 T10 Number of motorized modes T11.a T10 Number of motorized modes T11.a T11.a Price of trip (GEL) for Public / Shared T11.a Price of trip (GEL) for Transport and Taxis T11.b Public / Shared Transport and Taxis T11.b T11.b Who paid for the trips, for private car trips ? T12 T11.b Who paid for the trips, for private car trips ? T12 T12 Details of used modes

T12 Details of used modes Mode 1

Mode 1 Mode 2

Mode 2 Mode 3

Mode 3 Mode 4 HH

Mode 4 HH Mode 5 #8

Mode 5 #7 Household member 8 Trip number

Household member 7 Trip number How many trips 1 2 3 4 5 6 7 8 9 10 ______

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T1 Purpose at origin T2 T3 Time of departure T4

T2 Location of origin T3 T4 Purpose of destination T5

T3 Time of departure T4 T5 Location of destination T6

T4 Purpose of destination T5 T6 Time of arrival T7

T5 Location of destination T6 T7 Duration of trip (min) T8

T6 Time of arrival T7 T8 Access Time to motorized mode T9 T7 Duration of trip (min) T8 T9 Egress time from T8 Access Time to motorized mode T10 motorized mode T9 T10 Number of motorized T9 Egress time from modes T11.a motorized mode T10 T11.a Price of trip (GEL) for T10 Number of motorized Public / Shared modes T11.a Transport and Taxis T11.b

T11.a Price of trip (GEL) for T11.b Who paid for the trips, Public / Shared for private car trips ? T12 Transport and Taxis T11.b T12 Details of used modes T11.b Who paid for the trips, for private car trips ? T12 Mode 1

T12 Details of used modes Mode 2

Mode 1 Mode 3

Mode 2 Mode 4 HH

Mode 3 Mode 5 #10

Mode 4 HH Household member 10 Trip number

Mode 5 #9 How many trips 1 2 3 4 5 6 7 8 9 10 ______Household member 9 Trip number T1 Purpose at origin T2 How many trips 1 2 3 4 5 6 7 8 9 10 ______T2 Location of origin T3

T1 Purpose at origin T2 T3 Time of departure T4

T2 Location of origin T3 T4 Purpose of destination T5

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T5 Location of destination T6

T6 Time of arrival T7

T7 Duration of trip (min) T8

T8 Access Time to motorized mode T9

T9 Egress time from motorized mode T10

T10 Number of motorized modes T11.a

T11.a Price of trip (GEL) for Public / Shared Transport and Taxis T11.b

T11.b Who paid for the trips, for private car trips ? T12

T12 Details of used modes

Mode 1

Mode 2

Mode 3

Mode 4

Mode 5 T13

T13 Type of interview

END

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Number of questionnaires per Macrozone 36 120 118 37 120 122 38 120 122 Number of Surveyed Household per 39 120 120 Macro Zone 40 120 122 41 90 90 Macrozones Target Performed 42 90 108 1 90 90 43 90 91 2 120 121 44 120 120 3 120 121 45 90 91 4 90 92 46 90 91 5 90 90 47 90 91 6 120 120 48 120 122 7 90 90 49 90 93 8 90 92 50 120 121 9 90 93 51 120 121 10 90 90 52 90 90 11 120 121 53 90 90 12 90 90 54 120 121 13 90 94 55 90 91 14 120 123 56 120 120 15 120 121 57 90 90 16 120 120 58 90 90 17 120 133 TOTAL 6000 6117 18 90 90

19 120 120 20 90 114 21 90 90 22 90 90 23 120 121 24 90 91 25 90 91 26 120 120 27 120 120 28 120 121 29 90 91

30 90 90 31 90 94 32 90 95 33 120 121 34 90 97 35 120 125 Consulting Services for Organization of a Transportation Household Survey in Tbilisi Metropolitan Area 05/08/2016 Final Report Page 66/66