ANNEX

Organisational and Financial Chart in each city

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CONTENT

Page

  1. ORGANISATIONAL AND FINANCING CHART OF THE TRANSPORT SYSTEMS STUDIED 1
  2. Amsterdam...... 2
  3. Copenhagen ...... 9
  4. Stockholm ...... 17
  5. Lyon 24
  6. Manchester...... 31
  7. Milan 38
  8. Munich...... 44
  9. Zurich 52
  10. Madrid 59
  11. Barcelona...... 71


ANNEX

Organisational and Financial Chart in each city

______

  1. ORGANISATIONAL AND FINANCING CHART OF THE TRANSPORT SYSTEMS STUDIED

This point presents schematically the organisation of the metropolitan transport systems analysed and their financing.

The extract of each city has the following content:

1.DESCRIPTION OF THE PUBLIC TRANSPORT SYSTEM

Territorial framework and organisational chart

Public administrations with responsibility for the metropolitan transport system: State, Regional and Local Level

The public transport authorities

The operators

2.Financing chart:


Financing of the operation of the services

Financing of the investments

General financing chart of the transport system

Whenever it has been possible we have analysed the financing charts for each one of the modes of transport individually in order to make comparisons on this level.

Page 1



ANNEX

Organisational and Financial Chart in each city

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1.1.AMSTERDAM

  1. DESCRIPTION OF THE PUBLIC TRANSPORT SYSTEM

Amsterdam is one of the seven administrative regions of Holland. Its population is over 700.000 inhabitants, in an area of a total of 218,86 km2 (with a land surface area of 165,22 km2).

The transport system in the metropolitan area is presented schematically in the following figure:

PUBLIC TRANSPORT SYSTEM ORGANISATION CHART

LEGEND:

Public administrations

Public transport authorities

Operating companies

Modes of transport

I.PUBLIC ADMINISTRATIONS WITH RESPONSIBILITY FOR THE METROPOLITAN TRANSPORT SYSTEM

State level: State of Holland:

The Ministry of Transports defined in 1980 a multimode price system on a national level. The prices of all the modes of transport are referred to this zone system and are therefore homogeneous and defined by the central government.

In the regionalisation process of land transport, the State transferred the responsibilities for planning, and management to the regional administration.

The Ministry of Transports manages the price collection in order to distribute it among the regional transport authorities, as well as the compensations for social prices and subsidies (which in any case have their origin in the general budgets).

Regional Administration:

The responsibility for Inter-local public transport was delegated to the regional authorities on 1st January 1998.

The ROA (Amsterdam regional Council) is the regional public organism that is in charge of coordinating transport at this level. It was created 8 years ago and covers 16 municipalities (including Amsterdam).

Its main task is the distribution of the income and financing of the transport authority in the metropolitan area GBVA. It administrates the contributions from the state for financing public transport (except rail) and manages the contracts with the operating company of regional bus regular services (Connexion).

It is the last level of administration responsible for regional bus services.

Municipal Administration:

The department of traffic and transport infrastructures (dIVV) of the city council, is responsible for drawing up and executing the projects of infrastructures and management systems of traffic as well as the maintenance, development and safety in the primary infrastructure in Amsterdam.

All the local administrations in the metropolitan area participate with ROA in planning the public transport services throughout the area, drawing up the Transport Plans with a time scale of approximately eight years).

  1. THE PUBLIC TRANSPORT AUTHORITIES

The municipal transport company GVBA (Gemeentevervoerbedrijf Amsterdam) acts as the organising body of the city’s public transport system, coordinating the operation of all the tram, metro, bus and train services and boat lines on the cities canals.

The relationship between the Amsterdam City Council and GVBA is established by means of a four-year contract. GVB receives the income from ticket sales and distributes them among the operators according to the production (passengers-km).

The contracts establish the service level and production volume, in such a way that if income is obtained over that envisaged, the company is obliged to increase its production.

ROA establishes the contracts with Connexion for operating the regional bus services. The approval of a law is expected soon which will allow the introduction of competition into the offer of regional bus services by means of an open licensing system for granting franchise in operating these services.

  1. THE OPERATORS

The modes of transport which make up the public transport network in Amsterdam are the following:

  • Local train:NS operates rail services throughout the country.
  • Metro:4 lines and a total of 40 km.
  • Tram:17 lines and a total of 134 km.
  • Urban bus:21 lines and a total of 422 km.
  • Boats on the canals:1,4 km.
  • Inter-urban Bus:Conexion operates the majority of the Inter-urban bus lines in the country.

NS, Netherland Spoorwegwn, is the state rail company. It is the operator of the local trains and as well as serving the urban area provides a connection from the Central Station in Amsterdam to the airport of Schiphol.

GVBA, Gemeentevervoerbedrijf Amsterdam, is the municipal transport company, responsible for exploiting the lines of tram, metro, bus in the city and passenger boats on the canals.

Connexion is the regional bus operator. It is a public company whose main shareholder is the State.

2. FINANCING CHART

I.FINANCING THE OPERATION

Given that the central government fixes the prices for the whole national territory (the “strippenkaart” card can be used on all public transport services), the distribution of the income between each region is somewhat complicated and is done by the results of national surveys of passengers.

The transport authorities obtain the budgets for running the public transport from the Ministry of Transport. These annual budgets are distributed among the regional authorities throughout the country, mainly according to the passengers transported (there are other factors which influence the distribution of the state subsidy to the transport authorities like the population density of the region).

Each regional transport authority receives approximately 140% of the income which could correspond to it for the price collection from the central government. This amount is received by the ROA, in the case of the metropolitan area of Amsterdam and shared out between GVBA and Connexion.

The information supplied by the ROA indicates that the percentage of coverage for the whole of the 16 municipalities covered, including Amsterdam is 30%. However there are municipalities with a coverage percentage of around 50%.

In the city of Amsterdam the lowest coefficient is for the tram (although we do not have exact data, it is approximately 16% according to information supplied by the ROA).

Tram, urban buses, metro and ferries network.

The deficit belonging to the units of tram, bus and metro are covered by the central administration by means of funds from the general budgets while the deficit of the operative unit of ferries is covered entirely by municipal budget funds.

The central government, through the funds it transfers annually to the ROA according to the distribution of income for ticket sales (which as we have already explained is at least greater than 40% to these) compensates for the ticket sales at reduced price and subsidises the exploitation deficits.

On their part, the contracts between the city council of Amsterdam and the GVBA stipulate that this organisation receives the income for ticket sales, compensations and contributions from the ROA and distributes them among the operators according to the production (passengers-km). They establish the service level and production volume in such a way that if income is obtained above the forecast, the company is obliged to increase its production.

Regional Buses

The same as happens with the above modes, ROA administrates the income from ticket sales together with the sum for the compensation of social fares and the necessary subsidies from the ministry of Transports.

Local trains / regional trains

The State takes on directly the exploitation deficits of the Dutch national rail company.

Sources of financing the exploitation (1998):

Metro, Tram, Bus, Trolley bus
Exploitation income / Income for ticket sales / 202,09 Mill. Florins
(91,7 Mill. Euros)
Compensation payments
Other income / 83,01 Mill Florins
(37,7 Mill. Euros)
Exploitation costs / 675,45 Mill. Florins
(306,5 Mill. Euros)
Coverage coefficient / 30%
Distribution of the contributions
Contributions / State / 100%
Regional / -
Local / -
TOTAL / 100%

II.FINANCING INVESTMENTS

Metro, Urban Buses and Tram

The State finances the building of new projects in large volume infrastructure, following the Programme of Infrastructures and Transport (MIT of 1998-2002)drawn up by the Ministry according to the law on financing infrastructure. The participation of the city council of Amsterdam in this investment is very small (around 10%).

The city council finances small works (for investments with requirements less than 250.000 florins (13.500 Euro) the city council makes the contribution directly). These are fundamentally measures directed towards improving operation speed in public transport, the main objective of the city council’s Transport Plan.

As regards the rolling stock, the city council of Amsterdam as the owner of GVBA (transport authority and operator) makes the investments in rolling stock in all the modes operated by the company.

The contributions for financing infrastructures and rolling stock envisaged for each year are included in the annual contract between the city council and GVBA.

New tramline building project

In 1996 the city council of Amsterdam agreed with the Ministry of Transport the financing and building of the Ij-tram (new tram line) which will come into operation in the year 2002. The city council finances the acquisition of the rolling stock.

This project includes apart from the building of the line, the building of a parallel road for cars and bicycles “Ijweg” and a line without stops “IPTA circle” for the circulation of trams.

The distribution of the costs of the project between the different public administrations is presented in the following table:

Distribution of the contributions for financing the project

Origin of subsidy / IJ-tram /
IJweg
/ IPTAcircle / Total Mill. Florins / Total Mill. Euros
Central government / 326 / 21 / - / 347 / 764,69
Amsterdam City Council / 49 / 42 / 2,5 / 93 / 204,95
ROA / - / - / 6 / 6 / 13,22
TOTAL / 375 / 63 / 8,5 / 447 / 982,85

Regional Buses.

The State subsidises the acquisition of new vehicles through the ROA.

Local trains / Regional trains:

The State is responsible for financing infrastructures in the rail network of the whole country as well as the acquisition or improvement of the rolling stock.



















GENERAL FINANCING CHART OF THE TRANSPORT SYSTEM:















Page 1


Amsterdam


ANNEX

Organisational and Financial Chart in each city

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1.2.COPENHAGEN

  1. DESCRIPTION OF THE PUBLIC TRANSPORT SYSTEM

The greater metropolitan area of Copenhagen (1.776.000 inhabitants/2.862 Km2) is made up of 48 municipalities.

The metropolitan area de Copenhagen is organised into five “communities”: three groups of municipalities (Frederiksborg, Roskilde and Copenhagen ) and two large city councils: Frederiksborg and Copenhagen .

THE PUBLIC TRANSPORT SYSTEM ORGANISATION CHART in the metropolitan area of Copenhagen is the following:

PUBLIC TRANSPORT SYSTEM ORGANISATION CHART

LEGEND:

Public administrations

Public transport authorities

Operating companies

Modes of transport

I.PUBLIC ADMINISTRATIONS WITH RESPONSIBILITY FOR THE METROPOLITAN TRANSPORT SYSTEM

State level:

The State is responsible for the public rail transport. The maintenance of infrastructures and equipment and the investments are coordinated by the Ministry of Transports through the five-year plans.

The public company: BS, Banestyrelsen (Operation and maintenance of the infrastructure), is in charge of the execution of the projects, being wholly financed by contributions from the State charged to the general budgets.

Local level:

They are responsible for public transport in the metropolitan area through their participation in the metropolitan public transport authority (HT). HT is made up of the local authorities of the five “communities”: Frederiksborg, Roskilde and Copenhagen and the city councils of Frederiksborg and Copenhagen.

II.THE PUBLIC TRANSPORT AUTHORITIES

Inspection of Danish Railways (DRI):

The regulating Authority of the rail market is in charge of granting rail, regulation and safety licences.

HT, “Hovedstadsområdets Trafikselskab” (Copenhagen Transport):

It is the authority responsible for the planning, organisation and provision of the public transport in the metropolitan area of Copenhagen .

The exploitation of the public transport is carried out in accordance with a transport plan drawn up by HT with a time scale of 4 years.

The council of HT establishes the timetables and their coordination between the different modes and operators, defines the service quality, fixes prices for the bus and prices for rail services within the metropolitan area and issues combined tickets.

III.THE OPERATORS

The transport network is made up of the following modes:

  • Rail services (S-trains):12 lines which circulate on 5 lines of rail infrastructure.
  • Urban and metropolitan buses (S-bus)

Operator of Local Rail services and Regional trains:

The rail services in the metropolitan area are operated by DBS (Danish State Railways) and five private rail operators.
As of 1st January 2000 the market is open to free competition of operators on the Danish rail network, as a result of the law “Act on Railway Operation” adopted by the Parliament in 1998.
The relationship between the Ministry and the operators is established by means of contracts for operating each service. DSB can be the adjudicator of the operation of the services in the public offer in conditions of free competition with other operators.

Bus Operators: There are several private bus operators. The most important are:

Arriva DanmarkA/S

City-Trafik A/S

Linjebus A/S

Combus (only public operator, belonging to the State).

2. FINANCING CHART

IFINANCING THE OPERATION

The collection of the multimode ticket sales is distributed between the bus operators, DSB and the five private rail operators, by means of an income distribution model (according to the price of an average journey and the number of journeys).

Over the last four years the distribution of income has been 53% for the bus operators, 44% for DSB and 3% for private rail operators.

The contribution from the administrations, does not come from the affectation of any specific source but from the general budgets.

Urban Buses

The routes are offered on the basis of gross cost contractswith incentives with HT. The contracts establish timetables, prices, quality standards and fix the contribution from HT. This contribution for financing the operation of each service is established by the evaluation of the operating cost a priori. The incentives for the operators for offering quality services are given by the awards they receive from HT for the quality of the fleet, punctuality, measured by the users’ degree of satisfaction.

The quality premiums over the last few years suppose over 5 % of the contracts’ sum (the contracts also include penalisations, but these suppose a much lower percentage of around 1%).

The income from HT is fundamentally made up of ticket sales and the subsidies from the five administrations which participate in it (communities).

Local trains / regional trains

The local trains are maintained and exploited by DSB, Danish State railways (S-local and regional trains) and 5 small private operators.
Services operated by DSB (Danish State Railways): As of 1st January 1999 DBS is an independent public corporation and does not receive public contributions for financing exploitation deficits. The Ministry of transports contrasts the transport services with DSB regulated under gross cost contracts.
Services operated by private companies: The private operators receive subsidies from the local authorities (through HT) for operating the services in the metropolitan area.

Sources of financing the exploitation (1998):

Metro, Funicular, Bus-Trolley bus / Local trains and Regional trains
Exploitation income / Income for ticket sales / 1.070 Mill. DKK
(143,5 Mill. Euros) / 51 Mill. DKK
(6,8 Mill. Euros)
Compensation payments / 29,2 Mill. DKK
(3,9 Mill. Euros)
Other income / 21 Mill. DKK
(2,8 Mill Euros) / ND
Exploitation costs / 1.976 Mill. DKK
(265 Mill Euros) / ND
Coverage coefficient / 54% / ND
Distribution of the contributions
Contributions / State / 1% (1) / -
Regional / - / -
Local / 99% / 100%
TOTAL / 100% / 100%

(1)Subsidies from the State and from the European Union

(2)Advertising, rents, etc. (the breakdown of this amount for the railway companies is not available).

II.FINANCING INVESTMENTS

Urban Buses

The rolling stock is owned by the operators and they are responsible for making the necessary investments in order to meet the quality standards fixed in the contracts as well as obtaining the premiums envisaged as incentives for quality of service offered.

The operators are therefore responsible for purchasing the vehicles and also for the provision of garages.

The investments in stations, bus stops, information systems, and actions of the routes to ease bus traffic are financed as a general rule by the local authorities through HT when they are related to bus services.

The total investment made in 1998 comes to 56,9 Mill DKK.

Local trains / Regional trains:

Maintenance and new investments in infrastructure is the responsibility of the Ministry of Transports (the time scale for the planning document is five years) BS being responsible for carrying out the development envisaged.