EU Transport Statistics. Eurostat guidelines on Passenger Mobility Statistics

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1 EU Transport Statistics Eurostat guidelines on Passenger Mobility Statistics December 2014

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3 Table of contents Table of contents List of abbreviations Introduction and overview Current status of data collection on passenger transport statistics Drafting of Eurostat Guidelines/establishment of a Reference Manual Document structure Recommendation on a harmonised set of indicators on passenger mobility, which are most relevant for monitoring of the EU policy needs and their definitions Introduction A harmonised set of indicators on passenger mobility Definition of urban area and urban mobility Introduction General terminology Specific terminology: urban area and urban mobility Suggested candidate definition for urban area and candidate methodology for calculating urban mobility Recommendations on methodology Introduction Reference population and sampling Survey methodology A template/model survey for the collection of passenger mobility information Introduction General survey methodology Method of post-harmonisation for existing national surveys results Introduction Post-harmonisation methodologies List of the national travel surveys together with the responsible organisation(s) and the contacts points Introduction list of contact details Annex 1: Model for household questionnaire (urban mobility) Guidelines on Passenger Mobility Statistics 1

4 Table of contents PART 1: Methodologies used for collecting passenger mobility information in your country Title of survey Responsible organisation Responsible persons & contact information ( , telephone) Methodological information about the most recent survey implementation PART 2: Key concepts, definitions and nomenclatures applied in national travel surveys General concepts and definitions Specific mobility-related concepts and definitions PART 3: Available national passenger mobility indicators Current status of recent survey implementation Results on basic passenger mobility indicators Annex 2 : Model for household questionnaire Annex 3 : Model for individual questionnaire Annex 4 : Differences and similarities between member states data collection practices and collected passenger mobility indicators Overview of collected information for relevant parameters and variables Guidelines on Passenger Mobility Statistics

5 List of abbreviations 1 List of abbreviations CAPI: Computer Assisted Paper Interview CASI: Computer Assisted Self Interviewing CATI: Computer Assisted Telephone Interviewing CAWI: Computer Assisted Web Interview CNG: Compressed Natural Gas E.V.: Electric Vehicle EC: European Commission EFTA: European Free Trade Association EU: European Union F2F: Face to face interviews GHG: Greenhouse Gas GPS: Global Positioning System ITF: International Transport Forum LAU: Local Administrative Unit LPG: Liquefied Petroleum Gas NTS: National Travel Survey NUTS: Nomenclature of Territorial Units for Statistics OECD: The Organisation for Economic Co-operation and Development PAPI: Paper and Pencil Interviewing SAPI: Smartphone Assisted Personal Interview TAPI: Tablet Assisted Personal Interview TASI: Tablet Assisted Self Interview UNECE: United Nations Economic Commission for Europe WAPI: Web Assisted Personal Interview Guidelines on Passenger Mobility Statistics 3

6 1 Introduction and overview 1. Introduction and overview 1.1 Current status of data collection on passenger transport statistics Passenger transport statistics are not currently part of the regulated European Statistical System. There is no regular and harmonised data collection in the field of road passenger traffic statistics as already exists for other modes of transport such as rail, air or maritime transport in accordance with legal acts. However, there is an increasing need for relevant information to be collected on this topic so that the European Union policies linked to this specific transport activity can be properly monitored. Passenger mobility surveys exist in a number of Member States. In some cases they are one-off exercises that are not intended to be regularly repeated while in other countries they are conducted on regular or even continuous basis. These surveys do not follow a harmonised methodology at European level and are primarily designed to respond to national information needs. Moreover, several EU Member States are still in the preparatory phase before launching their first national travel survey. 1.2 Drafting of Eurostat Guidelines/establishment of a Reference Manual Based on the conclusions of the Eurostat Seminar on Passenger Mobility held in 2013 and the input from other relevant projects such as COST/SHANTI and OPTIMISM, the objective of Eurostat is now to create a Manual /Guidelines on Passenger Mobility Statistics. Eurostat wishes to draft these guidelines in cooperation with the members of the Task Force on Passenger Mobility Statistics, which has been set up for this purpose. The current document is to be considered as a draft final version Reference Manual, pending remarks from the Coordination Group for Statistics Transport (CGST). As such, the document is the result of the following steps: An information collection round from relevant projects such as COST/SHANTI and OPTIMISM. Information received from the Eurostat Seminar on Passenger Mobility (2013). An analysis of requirements from DG MOVE. An analysis of existing data collection practices through NTS (or similar). The analysis of remarks received from the Task Force Meeting on Passenger Mobility Statistics, which took place in Luxembourg on the 10th of April 2014, as a result of a first presentation of information. The analysis of existing data on passenger mobility statistics available at Eurostat. Collected remarks from Member States as a result of the Coordination Group for Statistics Transport (CGST) Furthermore, the content of the current document should be considered a guideline for countries who already have existing NTS practices, or who are considering to start an NTS. By no means however are these guidelines to be considered as the final one and only way forward. The main importance is that the outcomes of the different NTS are comparable between countries and over time. 4 Guidelines on Passenger Mobility Statistics

7 Introduction and overview Document structure This document consists of several chapters, which contain: Recommendations on a harmonised minimum set of indicators on passenger mobility, which are most relevant for the monitoring of the EU policy needs and which all EU Member States and candidate countries should aim to report to Eurostat. The recommendations focus on two distinctions: (1) urban mobility vs. non-urban mobility and (2) passenger mobility over different distance classes. This set of indicators is accompanied by detailed recommendations on how those indicators should be compiled by the reporting countries in order to ensure their comparability, including : o o o a set of harmonised definitions a list of variables and breakdowns key elements of national surveys methodology which most influence the comparability of end results. A template/model survey with a list of questions and accompanying definitions, which could be recommended for use by countries which have never conducted a national travel surveys and would be ready to follow Eurostat guidelines. This template is accompanied by a set of methodological recommendations pointing to examples of current national best practices and recommending the use of a harmonised methodology whenever possible and/or a limited number of equivalent alternative approaches where more appropriate. In addition, the Manual/Guidelines comprises a chapter describing the method of post-harmonisation of national surveys results (inspired by the approach described in the final report of the COST/SHANTI action), addressed mainly to countries who already have a long tradition of national travel survey and would be reluctant to introduce major changes for the sake of preserving their long times series. For those countries, it is recommended to continue conducting their national travel surveys and producing their indicators for national policy needs to a large extent on the same basis; but then, by applying the method of post-harmonisation, based on ad-hoc extractions from raw data with data grouping more tailored to EU policy needs, those countries could compile a second set of indicators for the purposes of the EU policy monitoring. An annex to the Manual/Guidelines includes a list of the national travel surveys together with the responsible organisation(s) and the national contact points, in order to facilitate the exchange of information and cooperation between countries. When reading this document, it is important to know that there are in fact three levels of stakeholders involved and two types of questionnaire associated to these levels. The stakeholders involved are: Eurostat (highest level of aggregation), as a central data collection point for variables and indicators on passenger mobility presented by individual countries. Countries (medium level of aggregation), who provide both the collection and analysis of data from NTS that are executed on their territories. o Individual respondents (lowest level of aggregation) that complete NTS and provide (raw) micro-data on mobility behaviour. As such, the two questionnaires mentioned in this document are: A model survey for the forwarding of (aggregated) passenger mobility statistics from countries to Eurostat (presented in Annex 1). A model for the questionnaires used in NTS (presented in Annex 2 and 3) that can be used by individual countries to collect micro-data on passenger mobility behaviour from individual respondents. Guidelines on Passenger Mobility Statistics 5

8 2 Recommendation on a harmonised set of indicators on passenger mobility 2. Recommendation on a harmonised set of indicators on passenger mobility, which are most relevant for monitoring of the EU policy needs and their definitions 2.1 Introduction This chapter contains recommendations on a harmonised set of indicators on passenger mobility, which are most relevant for the monitoring of the EU policy needs and which all EU Member States and candidate countries should aim to report on a regular basis to Eurostat. This set can serve as a basis for the questionnaire that is used by countries to report passenger mobility statistics to Eurostat. This does not mean that countries need to limit themselves to these parameters or indicators when collecting data or performing data analyses. Countries can obviously add to this list according to individual requirements as a result of national policies, etc. The harmonised set of indicators should be considered as an overview of the variables and indicators that can be reported by individual countries to Eurostat. As such, the reported data can be provided according to two sets of distinctions: The distinction between urban and non-urban passenger mobility statistics (and the associated totals) The distinction between passenger mobility statistics according to different distance classes: short distance (0 to 299km), medium distance (300 to 999km) and long distance (1000km and more) The set of indicators on passenger mobility that is described in this chapter is the result of two analyses that took place in parallel. On one hand, a detailed analysis of the European Commission 2011 Transport White Paper took place. This led to the identification of a wide range of theoretically relevant parameters and indicators which are required for the proper analysis of objectives stated in the White Paper that are of direct relevance for passenger transport1. On the other hand, a collection of results and findings stemming from completed European projects in the domain of passenger mobility statistics was composed. From these projects, more practical knowledge on good practices and experiences with data collection was collected. This led to the identification of a wide range of practically relevant parameters and indicators for which NTS could be considered as the main information collection tool. As a result of the identification and combination of both theoretical and practical knowledge, four sets of indicators on passenger mobility were initially proposed during the Task Force Meeting on Passenger Mobility Statistics, which took place in Luxembourg on the 10th of April These four sets of indicators corresponded to a minimum vs an optimal set of indicators and urban mobility vs passenger mobility over distance classes with focus on medium distance. From this Task Force Meeting, comments were collected, analysed and integrated in the current harmonised sets of indicators. In addition, different draft versions of the current document were circulated to DG MOVE and members of the Task Force Meeting for additional comments. As a result of the analysis of the comments received throughout this procedure, it was decided that one set of indicators should be presented in this chapter. These sets of indicators are the result of analyses where focus was placed on both the practical achievability of data collection for such indicators and their breakdown variables as well as the anticipation of future technologies and their relevance for European and national policy makers. 1 In particular Objective 1 on/urban mobility and Objective 4 concerning medium distance passenger mobility were identified as of direct relevance to the current formulation of guidelines. 6 Guidelines on Passenger Mobility Statistics

9 Recommendation on a harmonised set of indicators on passenger mobility A harmonised set of indicators on passenger mobility The set of indicators that is presented in this section is the basis for the collection of parameters and indicators for both urban and non-urban mobility as well as for the data collection per distance class. The information provided consists of definitions and breakdown variables in relation to the parameters themselves. For information on the definition of urban vs rural or methodologies to be used as well as for information on general terminologies used, please refer to Chapter 3. First, an overview is presented (see following table). After the table, a definition is presented for each of the individual parameters and the associated breakdown variables. Note that this list should be considered by countries as the information that would be requested by Eurostat in particular, however, it may be that additional indicators and/or breakdown variables are interesting for individual countries. The information that is collected in this format should be considered to be reported with the following distinctions in mind: Mobility type (urban mobility rural mobility total mobility) o Two different mobility regions are identified: urban mobility and rural mobility. The definition for urban mobility is presented in Chapter 3, Section 3.3. Distance class (short distance medium distance long distance total) o Three different distance classes are identified: short distance (0 to 299km), medium distance (300 to 999km) and long distance (1000km and more). The concept of rural mobility is maintained as a result of previous common practices in NTS data collection. For some countries, it is currently not possible to present urban mobility indicators, but rather data on total mobility can be presented. Although the current focus lies on urban mobility, the combination of information on total mobility and urban mobility would easily allow for the distinction of the category rural mobility as well. As a result of the identification of a harmonised set of indicators, it is also possible to construct a questionnaire that can be used for the reporting of individual country statistics (by countries to Eurostat). This questionnaire is presented in Annex 1. Harmonised set of indicators: Key indicator Preferential breakdown variables 2 1. Share of mobile population in the total No breakdown of this variable reference population 2. Average number of trips per person/per average day Total By main mode/type of transport By fuel type (for passenger cars) 3. Average travel distance per person/per average day 4. Average total travel time per person/per average day 5. Passenger kilometres (pkm) for all mobile population/per year 3 4 By travel purpose Total By main mode/type of transport By fuel type (for passenger cars) By travel purpose Total By main mode/type of transport By travel purpose Total By main mode/ type of transport By fuel type (for passenger cars) By travel purpose 6. Average vehicle occupancy rate By Vehicle type Indicator 1: Share of mobile population in the total reference population The groupings are deduced from existing practices as reported in the AGILIS study, FP7 OPTIMISM, COST/SHANTI, FP7 COMPASS and the UNECE handbook on statistics on road transport. Adjustment may be required towards the inclusion in a travel survey because of practical limitations, cost, etc. Next to a grouping on a yearly basis, a grouping on a quarterly basis may be considered. If possible, this information may be collected per quarter. The presentation of quarterly information however presupposes that micro-data (from respondents to NTS) is collected on a continuous basis. Guidelines on Passenger Mobility Statistics 7

10 2 Recommendation on a harmonised set of indicators on passenger mobility Definition The relative portion of those persons that are mobile on a reference year compared to the total country population. Breakdown variables No specific breakdown for this indicator is foreseen. Elaboration With reference population, we refer to the total country population. If information (micro-data from NTS) is collected in a country from a representative subsample of the country population (for example with age limitations), this means that that information needs to be grossed up to represent the entire country population. A person is included in the share of mobile population if, on an average day, he/she makes any type of trip leaving his/her residence for any of the motives listed in the section on general terminology. The relevant number is the number of persons making a trip, not the number of trips. This is the only indicator where reference is made to the total country population. All other indicators refer to the mobile population since specific information is requested on the number of trips, distances, time spent, etc. Indicator 2: Average number of trips per person/per average day Definition The average number of trips made by a person from the mobile population on an average day. Breakdown variables Total The sum of the average number of trips per person and per average day over all modes (including the category other ). By Main mode/type of transport The average number of trips per person and per average day for the individual modes that are categorised. The individual modes are: passenger car (driver or passenger), passenger car (taxi or shared service), motorcycle/moped, bus/coach, metro/tram, train (split up for High Speed Train, regular train and urban rail), cycling, walking, aviation (total), waterways (split up in total waterways, inland waterways vessel and maritime vessel) as well as the category other. By fuel type (for all passenger vehicles) The average number of trips per average person and per average day for the individual fuel types that are categorised. The individual fuel types are: petrol, diesel, petrol-hybrid, diesel-hybrid, Electric Vehicle (E.V.), LPG, CNG, Hydrogen as well as the category other. By travel purpose The average number of trips per person and per average day for the individual travel purposes that are categorised. The individual travel purposes are: work, education, shopping, personal business, professional, leisure as well as the category other. Elaboration Within the category passenger car in the breakdown category mode, a distinction can be made between driver and passenger. This includes informal carpooling systems. The category of passenger vehicles refers to those transport modes where freight transport is not the main purposes of the vehicle. This means that vehicles such as light or heavy goods vehicles are excluded. 8 Guidelines on Passenger Mobility Statistics

11 Recommendation on a harmonised set of indicators on passenger mobility 2 Within the category passenger car (taxi or shared service) in the breakdown category mode, it is not foreseen to integrate informal carpooling systems. A car-sharing service is a format of car rental where members subscribe to a service and can make use of the entire car fleet contained in the service, albeit mostly at an additional fee. Within the category train in the breakdown category mode, a distinction can be made between High Speed Train, regular trains and urban rail. With High Speed Train (HST), we refer to train systems or rail services that operate at a significantly higher speed that the regular train system, often using dedicated vehicle stock and separate tracks. Examples of HST systems are Thalys, Eurostar, ICE, AVE, etc. Urban rail includes those rail systems that are typically limited to running in urban environments such as for example trams, metro-systems, boxcars, but also systems such as R.E.R. (France), S-Bahn (Germany), etc. The category waterways in the breakdown category mode is split up to make a distinction between inland waterway vessels and maritime vessels. Waterways (total) contain the sum for all navigable bodies of water (including rivers, lakes, seas, oceans, and canals). The category inland waterway vessels includes traffic for which the waterway used is subject to the total sovereignty of a country, as if it were an actual part of its land territory, and the vessel is used primarily for inland waterway transport. The category maritime vessel includes traffic for which the waterway used is not subject to the total sovereignty of a country, and the vessel is used primarily for deep sea shipping and short sea shipping. The category other in the breakdown category mode contains the sum of all other modes that are asked for in countries, because of national relevance, but that are not included in the main listing. The definition of main mode is dependent on the distances ran with the individual modes within a trip. The main mode is the mode with the biggest distance. The category other in the breakdown variable fuel type contains the sum of all other fuel types that are asked for in countries that are not included in the main listing. Such a category can be elaborated in individual countries because of national relevance or different purposes for the use of an NTS (for example: bio-diesel, Ethanol/E-85, etc.). The category personal business in the breakdown variable travel purposes includes for example medical visits, visits to the post office or bank, escorting persons, etc. The category other in the breakdown variable travel purposes contains the sum for all other travel purposes that are asked for in countries that are not included or cannot be recombined into the main listing. As a guideline, the following recombination of (more detailed sets or) trip purposes is suggested: Current listing of travel purposes Work Education Shopping Personal business Professional Leisure Other Inclusion of (more detailed or other) travel purposes mentioned in NTS by countries. Work, Commute, Daily commute, travel to/from work, etc. Education, Educational institutions, travel to/from school, etc. Shopping, food shopping, daily shopping, groceries, etc. Picking up/accompanying people, services/personal care, health, treatment, escort, personal reasons, religious, escorting persons, etc. Professional, business, in course of work, trade, transport as a profession, employee business, etc. Leisure, Touring/walking, Sport/Hobby, Other leisure, Recreation at water/beach, mountains, cultural activities, sightseeing, agro-tourism, visit/stay, visiting friends/family, shopping, non-daily shopping, voluntary, eat or drink, holiday, sport participation, entertainment, etc. Remaining categories Guidelines on Passenger Mobility Statistics 9

12 2 Recommendation on a harmonised set of indicators on passenger mobility Indicator 3: Average travel distance per person/per average day Definition The average travel distance in kilometres that is made by a person from the mobile population on an average day. Breakdown variables Total The sum of the average distances travelled per person and per average day over all modes (including the category other ). By Main mode/type of transport The average distance travelled per person and per average day for the individual modes that are categorised. The individual modes are: passenger car (driver or passenger), passenger car (taxi or shared service), motorcycle/moped, bus/coach, metro/tram, train (split up for High Speed Train, regular train and urban rail), cycling, walking, aviation (total), waterways (split up in total waterways, inland waterways vessel and maritime vessel) as well as the category other. By fuel type (for all passenger vehicles) The average distance travelled per person and per average day for the individual fuel types associated with passenger vehicles. The individual fuel types are: petrol, diesel, petrol-hybrid, diesel-hybrid, Electric Vehicle (E.V.), LPG, CNG, Hydrogen as well as the category other. By travel purpose The average distance travelled per person and per average day for the individual travel purposes that are categorised. The individual travel purposes are: work, education, shopping, personal business, professional, leisure as well as the category other. Elaboration As measurement unit kilometre is used. The conversion factor from miles to kilometres is (1 mile = km). When water transport modes are included in this category, special care needs to be taken on the distance measurement unit used. If nautical miles are used as a unit, the conversion factor from nautical miles to kilometres is (1 nautical mile = km). The definition of main mode is dependent on the distances ran with the individual modes within a trip. The main mode is the mode with the biggest distance. Indicator 4: Average travel time per person/per average day Definition The average travel time in minutes that is spent by a person from the mobile population on an average day. Breakdown variables Total The sum of the average travel time spent travelling per a person and per average day over all modes (including the category other ). By Main mode/type of transport 10 Guidelines on Passenger Mobility Statistics

13 Recommendation on a harmonised set of indicators on passenger mobility 2 The average travel time spent travelling per person and per average day for the individual modes that are categorised. The individual modes are: passenger car (driver or passenger), passenger car (taxi or shared service), motorcycle/moped, bus/coach, metro/tram, train (split up for High Speed Train, regular train and urban rail), cycling, walking, aviation (total), waterways (split up in total waterways, inland waterways vessel and maritime vessel) as well as the category other. By travel purpose The average travel time spent travelling per person and per average day for the individual travel purposes that are categorised. The individual travel purposes are: work, education, shopping, personal business, professional, leisure as well as the category other. Elaboration As measurement unit minutes is used. Included in travel time is the time waiting before use of a transport mode. Indicator 5: Passenger kilometres for all mobile population per year. Definition The total travel distance in kilometres that is made by all persons within the mobile population in a reference year. Breakdown variables Total The sum of the total distances travelled by the mobile population in a reference year over all modes (including the category other ). By main mode/type of transport The total distance travelled by the mobile population in a reference year for the individual modes that are categorised. The individual modes are: passenger car (driver or passenger), passenger car (taxi or shared service), motorcycle/moped, bus/coach, metro/tram, train (split up for High Speed Train, regular train and urban rail), cycling, walking, aviation (total), waterways (split up in total waterways, inland waterways vessel and maritime vessel) as well as the category other. By fuel type (for all passenger vehicles) The total distance travelled by the mobile population in a reference year using the individual fuel types associated with passenger vehicles. The individual fuel types are: petrol, diesel, petrol-hybrid, diesel-hybrid, Electric Vehicle (E.V.), LPG, CNG, Hydrogen as well as the category other. By travel purpose The total distance travelled by the mobile population in a reference year for the individual travel purposes that are categorised. The individual travel purposes are: work, education, shopping, personal business, professional, leisure as well as the category other. Elaboration As in previous indicators. Indicator 6 : Vehicle occupancy rate Definition The average number of persons travelling in a passenger vehicle on a reference year. Breakdown variables Guidelines on Passenger Mobility Statistics 11

14 2 Recommendation on a harmonised set of indicators on passenger mobility By passenger vehicle type The average number of persons travelling in a passenger vehicle. The individual modes are: passenger car (driver or passenger), passenger car (taxi or shared service). Elaboration The vehicle occupancy rate is calculated by dividing the pkm by mode of transport by the total distance travelled by the vehicles (vkm by mode). 12 Guidelines on Passenger Mobility Statistics

15 Definition of urban area and urban mobility 3 3. Definition of urban area and urban mobility 3.1 Introduction This chapter contains recommendations on definitions for relevant terminology that is used in the methodology section and the template/model survey section. Both sections contain recommendations on definitions that are required to carry out the survey and a uniform analysis of the collected data. This chapter is split into four sections. After this short introduction, the second section (3.2) contains more general terminology that has already been used for a longer period of time, albeit with some slight adjustments. The third section (3.3) contains different definitions that were considered for urban area and urban mobility. These concepts were introduced and discussed in the Task Force Meeting on Passenger Mobility Statistics, which took place in Luxembourg on the 10th of April The different terminologies, three different possible definitions for the concept of urban area and five possible methodologies to estimate urban mobility were presented to the different EU Member States, EFTA and candidate countries as part of the Passenger Mobility Questionnaire that was sent out in June Information was collected from stakeholders, members of the Task Force Meeting and respondents to the Passenger Mobility Questionnaire. Information was analysed and merged into recommendations for definitions. As a result of this discussion, recommended definitions are outlined in section four (3.4), possible alternatives (where applicable), a short elaboration (where required) and an overview of comments received from the different actors. 3.2 General terminology Within this section, definitions are presented for different terminology used within the current document, but also in NTS (during data collection) and during the reporting of findings from NTS. Focus lies on those terminologies that require a specific definition in order to enhance comparability between countries. For each terminology, the following information is presented: (1) possible definitions (if multiple definitions can/could be found in the different input documents), (2) elaboration and (3) suggested definition. Average day Possible definitions Average weekday/average weekend day. A day based on the average of all mobility activities registered. Elaboration The main purpose for use of this concept is that data comparability between countries needs to be achieved. The general idea behind the concept of an average day is that specific biases should be avoided that may be caused by focussing on: particular population groups (age groups, gender, working population, etc.), types of day (weekday, weekend, working day, holiday, etc.) or other elements (vehicle ownership, public transport availability, etc.). Guidelines on Passenger Mobility Statistics 13

16 3 Definition of urban area and urban mobility Distance classes Elaboration A distinction needs to be made between two elements related to distance classes. On one hand, there are the distance classes used during data collection and first analysis. These grouping refer to the specific registration of trip lengths. Registration of distances can be on a continuous scale or be limited to distance categories (for example : <2km, 2-4km, 4-6km, 6-8km, >8km). On the other hand, a distinction in distance classes in relation to the policies described in the European Commission 2011 White Paper on transport can be made. In this document, reference is made to short distance (0-299 km), medium distance ( km) and long distance (1000km and more). Within the current document, we refer to the latter distinction when using the term distance class. Suggested definition Three different distance classes are identified in the current document: short distance (0-299 km), medium distance ( km) and long distance (1000km and more). Fuel type Possible definitions The type of fuel (energy carrier) used in a vehicle. Different groupings can be suggested, depending on the level of detail required for policy analyses or national preferences. Grouping option: petrol, diesel, petrol-hybrid, diesel-hybrid, Electric Vehicle (E.V.), Petrol-LPG, Petrol-CNG, Hydrogen, other. Elaboration In theory, a high number of grouping options can be identified where other or more detailed fuel types can be identified. For example: hydrogen fuel cells (FC) or flex-fuel. As a general approach towards suggesting a definition for fuel types, a rationale can be followed where a balance is found between identifying common denominators across countries (allowing for grouping of more detailed information) and presenting a level of detail for which data collection is considered feasible. Contrary to other indicators the grouping for this parameter may vary over time, depending on the availability and success of future energy carriers. Suggested definition The type of fuel (energy carrier) used in a vehicle: petrol, diesel, petrol-hybrid, diesel-hybrid, Electric Vehicle (E.V.), LPG, CNG, Hydrogen, other. Main mode of travel Possible definitions The mode within a trip that is used for most of the distance. The mode within a trip that is used for the longest time. That mode that is identified as the main mode as a result of a weighting procedure over modes. Examples of main mode prioritisation are ( a >b indicates priority of a over b ): plane > public transport > car > bike > walk or other modes > rail > bus > car >, etc. 14 Guidelines on Passenger Mobility Statistics

17 Definition of urban area and urban mobility 3 Elaboration As a result of the analysis of the Passenger Mobility Questionnaire and the information collected on different NTS, it appears that the definition based on distance is a possible definition for common use. Similarly, the definition based on longest time spent on modes may be considered, although this may introduce a bias for urban travel when particular areas suffer from congestion, making comparability between countries more difficult. The use of a definition based on a weighting procedure has the advantage of presenting a more pronounced effect when different modes are used, while at the same time reducing information on other modes. Such a definition may be preferred when particular policy options need to be analysed, but at the same time restricts the more general use of information and reduces comparability over countries if different weighting procedures would be used. Suggested definition The mode within a trip that is used for most of the distance. Mobile population Possible definitions The total country population that is mobile on an average day. The total country population. The country population between a specific age bracket. The total working population. Elaboration Countries can fill in the concept of mobile population individually but need to report on what the used definition is. The main purpose for use of this concept is that data comparability between countries needs to be achieved. The general idea behind the concept of mobile population is that specific biases should be avoided that may be caused by focussing on particular population groups (age groups, gender, working population, registered phone users, present in national register, etc.) and that information gathered through NTS and presented to Eurostat should be representative for the entire country population. If a country selects a specific subsample of country residents, it should be wary of possible biases and allow for a weighting process that links their subsample to the entire population in a country that is mobile. Suggested definition The subsample of the total country population that is mobile on an average day. Purpose (also travel purpose, trip purpose, travel motive, trip motive) Possible definitions The main purpose of a trip without which the trip would not have occurred (note: this definition focusses on individual trips). The different purposes for which a person travelled (note: this definition groups different trip purposes from different successive trips). Different groupings for purposes were identified from as a result of information collected in different NTS: Grouping option 1: Work, education, shopping, business, leisure, other Grouping option 2: Home, work, trade, shopping, leisure, other Guidelines on Passenger Mobility Statistics 15

18 3 Definition of urban area and urban mobility Grouping option 3: Work (commuting), education, shopping, personal business, professional, leisure, other. Elaboration In theory, a high number of grouping options can be identified where more detailed travel purposes can be identified. For example: escorting a person, picking up goods, etc. As a general approach towards suggesting a definition for travel purposes, a rationale can be followed where a balance is found between identifying common denominators across countries (allowing for grouping of more detailed information) and presenting a level of detail for which data collection is considered feasible. The suggested definition fits this general approach, albeit with one additional remark: the last trip of the day (arriving at the home residence or similar), receives the same trip purpose as the second to last. This is done in order to account for data collection on the return trip (last trip of the day or last trip of a set of trips). For example: returning home from work is considered work. Returning home from shopping is considered shopping. Going for groceries after work, and then going home, is considered shopping. Suggested definition The main purpose of a trip without which the trip would not have occurred with the distinction between: work (commuting), education, shopping, personal business, professional, leisure, other. Rail mode Grouping option 1: train, tram/metro Grouping option 2: high speed train, train, tram/metro, rapid transit system Grouping option 3: high speed train, regular train, urban rail Elaboration Within the rail mode, different types of vehicles can be identified in different countries. Examples thereof are: regular train, high-speed train, tram, metro, s-bahn, light rail, etc. As a general approach towards suggesting a grouping for the different vehicles type that can be found in the rail mode, a rationale can be followed where a balance is found between identifying common denominators across countries (allowing for grouping of more detailed information) and presenting a level of detail for which data collection is considered feasible. Suggested definition Grouping option: high speed train (i.e. TGV, ICE, etc.), regular train, urban rail (metro, boxcar, RER, S-Bahn, etc.) Reference population Possible definitions Country population Mobile population Different subgroups of population 16 Guidelines on Passenger Mobility Statistics

19 Definition of urban area and urban mobility 3 Elaboration The term reference population refers to the population group for which the collected information is meant to be representative. Within the context of National Travel Surveys and in order to maintain comparability between countries, this should refer to the entire country population in order to harmonise reporting. Suggested definition The reference population for NTS is the entire country population. Stage Possible definitions A stage is an uninterrupted movement making use of one transport mode. A stage is defined by the use of one transport mode. Elaboration The terminology stage is commonly adapted in countries. One underlying definition for the different interpretation of the terminology stage is that it is linked to a single mode of transport (or rather type of vehicle used). Variations exist depending on whether it is a continuous mobility action or not, and whether waiting time is included in the stage or not. Countries are free to choose their definition, but need to report clearly whether information presented is on a triplevel or a stage-level. Walking is always considered to be the starting stage (see Annex 3), if someone does not have to walk (for example in-house parking space), the starting stage is 0 meters long. Suggested definition A stage is an uninterrupted movement making use of a transport mode, including any waiting time directly before or during the movement. A stage is defined by one single mode of transport. If a change of mode of transport takes place, this means that another stage is initiated upon the change of transport modes. Example 1: changing from one bus to another bus is considered an interruption. Hence, this comprises two stages. Example 2: biking from home to the station, taking the train to the next station and walking to work comprises three stages. Travel mode Possible definitions All modes of transport used during a trip or journey: air, rail, road and water. All modes of transport used during a trip or journey: different vehicle types. Elaboration The general definitions for travel mode correspond to the central element of usage during a trip or journey. In the strictest sense, four travel modes relevant for passenger mobility can be identified: air, rail, road and water. However, over different NTS, a broader meaning of the term travel mode is used with direct reference to the different vehicle types that may be used for air, rail, road and water passenger mobility. Because of this, it is also relevant to look at the definition of vehicle categories. Guidelines on Passenger Mobility Statistics 17

20 3 Definition of urban area and urban mobility Suggested definition Within the setting of NTS, it makes more sense to refer to the different vehicle types or categories when using the term travel mode because of the higher relevance of the identification of different vehicle categories for the identification and monitoring of mobility policies. This is in particular the case when monitoring urban passenger mobility. As a result, preference is given to the use of the following definition: All modes of transport used during a trip or journey: different vehicle types. Travel time Possible definitions The time spent travelling from the moment of departure to the moment of arrival. The time spent travelling from the moment of departure to the moment of arrival, without the waiting time. Elaboration The central element in the definition is the time between departure and arrival. The inclusion of waiting time could possible cause a problem for the registration of data (insofar that non-automated mobility registration collection methods are concerned). Suggested definition The time spent travelling from the moment of departure to the moment of arrival. The travel time includes the time spent waiting between two successive stages. Trip Elaboration This concept is commonly adopted in different countries. Suggested definition A trip is defined as change in location made in one or a series of stages. Vehicle categories Possible definitions Over different NTS, information on different vehicle categories is collected. Different proposed categories are (in random order): Grouping option 1: passenger car (driver and/or passenger), motorcycle and moped, bus & coach, metro & tram, train, cycling, walking, other Grouping option 2: Passenger car, motorcycle, bus, coach, metro, tram, train, moped, cycling, walking, other Grouping option 3: Walking, cycling, other non-motorised, passenger car, other private motorised, bus, coach, rail, air, water, other public transport Grouping option 4 : Passenger car, taxi/minicab (hired private transport), van/lorry, motorcycle, stage bus, coach/express bus coach, metro, tram, train, moped, cycling, walking, other Grouping option 5: passenger car (driver or passenger), passenger car (taxi or shared service), motorcycle/moped, bus/coach, metro/tram, train (split up for High Speed Train, regular train and urban rail), 18 Guidelines on Passenger Mobility Statistics

21 Definition of urban area and urban mobility 3 cycling, walking, aviation (total), waterways (split up in total waterways, inland waterways vessel and maritime vessel) as well as the category other. Elaboration In theory, a high number of grouping options can be identified where more detail or vehicle categories that are typical for a particular country or group of countries are presented. For example: snow scooters, ferries, etc. As such, a high variability in grouping options exists over countries. As a general approach towards suggesting a definition for vehicle categories, a rationale can be followed where a balance is found between identifying common denominators across countries (allowing for grouping of more detailed information) and presenting a level of detail for which data collection is considered feasible. Suggested definition Grouping: passenger car (driver or passenger, taxi or shared service), motorcycle/moped, bus/coach, metro/tram, train (split up for High Speed Train, regular train and urban rail), cycling, walking, aviation (total), waterways (split up in total waterways, inland waterways vessel and maritime vessel) as well as the category other. This grouping is slightly elaborated in comparison to previous suggestions and definitions for the grouping of vehicle categories. No new vehicle categories are presented. As a result of the analysis of answers of the Passenger Mobility Questionnaire, it was found that most countries could present such information with the exception of countries where the NTS focussed on particular other modes (such as buses). It needs however to be noted that a distinction can be made between the availability of information on different vehicle categories in a general sense and the meaning of the presented figures. In some countries, information is collected on all modes used during a trip while in other countries information is collected only for the main mode used. This has an influence on the comparability of data across countries. 3.3 Specific terminology: urban area and urban mobility In this section, an overview of the three possible definitions that were suggested for the concept of urban area (or urban zone, or degree of urbanisation) is given. The three possible definitions are drawn from practices that are used by Eurostat, OECD, the Directorates-General (DGs) for Regional and Urban Policy, Agriculture and Rural Development, ITF and UNECE. Urban Area Definition 1: The new OECD-EC definition of larger urban zone" composed of a "city" and its "commuting zone" The city definition under the new OECD-EC classification is based on 4 steps 5 6 : 1. Identification of high density cells: grid cells with a density of more than 1500 inhabitants per sq. km. 2. Identification of Urban Centre: contiguous high density cells are clustered, gaps are filled, and clusters with a minimum population of inhabitants are kept as urban centre. 3. All municipalities (LAU2) with at least half their population in the urban centre are selected as candidates to become part of the city. 4. A city is then defined ensuring that a) there is a link to the political level, b) that at least 50% of the city population lives in an urban centre and c) that at least 75% of the population of the urban centre lives in a city A list of cities is available here: Guidelines on Passenger Mobility Statistics 19

22 3 Definition of urban area and urban mobility The OECD-EC definition of commuting zone builds on the definition of the city and is based on 3 steps: 1. If 15% of employed persons living in one city work in another city, these cities are treated as one city, 2. All municipalities with at least 15% of their employed residents working in a city are identified, 3. Municipalities surrounded by a single functional area are included and non-contiguous municipalities are dropped. The Larger Urban Zone consists of the city and its commuting zone. More information can be found under: (p.2-3) The most important advantages of this definition are the following: The definition is strongly map based and uses 1 km² grid cells. This allows for the integration with use of GPS coordinates, map coordinates, etc. This may be advantageous for the integration of data that was collected in the past where location information was used. When detailed origin-destination information is available, this method allows for the clear identification of city, town and rural area. As a result, a direct link with urban mobility can be achieved. Integration of a transport concept (i.e. commuting zone) for the definition of a larger urban zone vs. a rural area is a relevant context. This may assist in linking the concept of urban zone with urban mobility. The most important disadvantage of this definition is the following: Respondents are unlikely to be familiar with the criteria used (population density, total population, population spread, etc.). As a result, a strong discrepancy between the outcome of the application of this definition with subjectively experienced grouping in urban vs. rural areas and reporting may exist. Definition 2 : The EC classification of the degree of urbanisation (DEGURBA) 7 The EC classification of the degree of urbanisation (DEGURBA) distinguishing between 3 types of areas representing cities, towns and rural areas. The classification is based on geographical contiguity in combination with a minimum population threshold based on population grid square cells of 1 km². These grid cells all have the same shape and surface, which avoids distortions caused by using units varying in size. The concept of urbanisation has been introduced to indicate the character of the area where the respondent lives. The following relevant definitions are used: urban clusters : clusters of contiguous grid cells of 1 km² with a density of at least 300 inhabitants per km² and a minimum population of 5 000; high-density cluster : contiguous grid cells of 1 km² with a density of at least inhabitants per km² and a minimum population of (Alternative names: urban centre or city centre). rural grid cells : grid cells outside urban clusters 7 This new methodology of classifying urban and rural areas has been agreed by the Directorates-General (DGs) for Regional and Urban Policy, Agriculture and Rural Development and Eurostat. It replaces the methodology used in the Labour Force Survey so far. This method is already used by Eurostat e.g. in the EU-SILC and data by degree of urbanisation are presently available for the following statistical domains: labour market, education and living conditions, welfare and tourism. 20 Guidelines on Passenger Mobility Statistics

23 Definition of urban area and urban mobility 3 The degree of urbanisation creates a classification of all LAU2s (Local Administrative Units Level 2) as follows: 1. Thinly populated area (alternative name: rural area) more than 50% of the population lives in rural grid cells. 2. Intermediate density area (alternative name: towns and suburbs/small urban area) less than 50% of the population lives in rural grid cells; and less than 50% lives in high-density clusters. 3. Densely populated area (alternative names: cities/large urban area) At least 50% lives in highdensity clusters. In order to properly classify LAU2 areas based on the grid cell approach described, a few additional correction rules must be provided: If the LAU2 areas do not have a raster equivalent, they are classified according to the share of territory in rural grid cells and high-density clusters. Thinly populated LAU2 areas may be classified as intermediate or densely populated due to border effects if rural grid cells cover most of the territory. For that reason, LAU2 areas with a population below inhabitants and 90 % of its area in rural grid cells are reclassified as rural area. Very small densely populated LAU2 areas may be classified as thinly populated due to the coarse resolution of the population grid. For that reason, LAU2 areas with an area less than 5 km² but with a share of surface areas different from rural grid cells that is higher than 30% are reclassified as intermediate density or densely populated according to the share of the correspondent cluster. As LAU2 areas vary considerably in area, this methodology will lead to a closer match between a high-density cluster and densely populated LAU2 areas in countries with small LAU2 areas compared to those countries with large LAU2s. To take this difference into account, the classification can be adjusted as following: A densely populated LAU2 area can be classified intermediate as long as 75% of its high-density cluster population remains in densely populated LAU2 areas. A thinly populated or intermediate density LAU2 area can be classified as densely populated if it belongs to a group of LAU2 areas with a political function and if the majority of population of this group of LAU2 areas lives in a high-density cluster. More information can be found under: http ://ec.europa.eu/regional_policy/sources/docgener/focus/2012_01_city.pdf (p ) The most important advantages of this definition are the following: The definition is strongly map based and uses 1 km² grid cells. This allows for the integration with use of GPS coordinates, map coordinates, etc. This may be advantageous for the integration of data that was collected in the past where location information was used. When detailed origin-destination information is available, this method allows for the clear identification of city, town and rural area. As a result, a direct link with urban mobility can be achieved. This new methodology of classifying urban and rural areas has been agreed by the Directorates- General (DGs) for Regional and Urban Policy, Agriculture and Rural Development and Eurostat. As such, it would enhance comparability over (projects related to) the different DGs. The most important disadvantages of this definition are the following: Respondents are unlikely to be familiar with the criteria used (population density, total population, population spread, etc.). As a result, a strong discrepancy between the outcome of the application of this definition with subjectively experienced grouping in urban vs. rural areas and reporting may exist. No direct transport context is included in this definition, although geographical contiguity may be a suitable approximation for such a transport context. Guidelines on Passenger Mobility Statistics 21

24 3 Definition of urban area and urban mobility Definition 3: Definition on urban area described in the joint Eurostat/ITF/UNECE Glossary on Transport Statistics. The definition or urban area proposed here builds on the definitions presented in the third and fourth edition of the joint Eurostat/ITF/UNECE Glossary on Transport Statistics 8. In the most recent, fourth 9, edition of the Glossary, a definition of urban area is presented. However, for some terminologies used in that definition, references need to be made to a previous version, the third 10 edition of the Glossary. In the fourth edition of the Glossary on Transport Statistics, an urban area is defined as an area within the administrative boundary or a set of administrative boundaries of a core city (settlement). Urban areas may be classified by size according to number of inhabitants: to small to medium or more large Urban areas will comprise territorial units having a larger number of inhabitants, with most of those, but not necessarily all, living in built-up areas. Built-up areas as defined in B.I-05 may include villages and towns in rural districts. For a more precise definition of built-up area, we advise to make use of the definition presented in B.I-05 of the third edition of the Glossary on Transport Statistics for reasons of clarity 11. The most important advantages of this definition are the following: The definition is based strongly on the population sizes of administrative units that may allow for integration with use of GPS coordinates or map coordinates. When origin-destination information on an administrative level is available (i.e. postcode), this method allows for a clear identification of areas. This type of knowledge (postcodes) that is more regularly available to respondents of national travel surveys. As a result, a better match between the objective definition of urban area and the subjective reported estimates can be suspected. The most important disadvantages of this definition are the following: The current definition can result in more difficult boundary setting for the concept of urban mobility. The definition has no integration of transport concepts, nor are approximate parameters integrated In the fourth edition of the Glossary on Transport Statistics, reference is made to built-up area insofar as the categorisation of roads is concerned. However, no clear definition of built-up area is presented. Such a definition is presented in the third edition: an area with entries and exits specially signposted as such. 22 Guidelines on Passenger Mobility Statistics

25 Definition of urban area and urban mobility 3 Urban mobility In this section, an overview of the five possible methodologies that were suggested for the calculation of urban mobility (or urban zone, or degree of urbanisation) is presented. These methodologies build on the definition of urban area (see section 4.2). The concept of urban mobility would ideally represent all trips made within urban area/urban zone by the entire mobile population. As such, it would ideally include respondents living in that urban area as well as those coming from rural areas or another urban area and making trips there. However, given the complexity to isolate all such cases an alternative simplified solution needs to be considered. A possible option is to limit the monitoring of urban mobility to situations comprising travel performed by residents of the urban area/larger urban zone, within that urban area/larger urban zone. A method for isolating urban mobility would therefore be a mixed method which could combine one of the above-mentioned definitions of urban area/urban zone (which are based mainly on population density and administrative city/town borders with postal code as key input) with additional criteria. These criteria (methodological options) are presented below. 1. The precise geocoding of origin/destination information through postal codes, GPS positioning, etc. 2. Directly asking respondents whether a particular trip falls into one of several possible situations, for instance : o o o o o Trip within the same town/city (= urban mobility) Trip between two different towns/cities (= inter-urban mobility) From town/city (urban) to destination in a rural area (urban rural mobility) From rural area to destination in a town/city (rural-urban mobility) Trip within a rural area (purely rural/non-urban mobility). 3. Applying a threshold of a maximum trip distance (for trips made by urban area residents and starting within that urban area/larger urban zone) possible distance limits which could be applied to the 6 main city categories identified under the OECD/EC city definition (definition 1 above) for that purpose are currently being discussed. An example of the maximal distance for Urban Mobility defined depending on the Urban Centre size is: o o o o o o : 5 km : 7 km : 9 km : 11 km : 13 km > : 15 km 4. A combination of the methodological options 1) to 3) 5. Another method (not clarified yet) Guidelines on Passenger Mobility Statistics 23

26 3 Definition of urban area and urban mobility Feedback from countries as part of the Passenger Mobility Questionnaire on the definitions of urban area and urban mobility The different definitions and methodologies to estimate urban area and urban mobility were presented to the different Member States, EFTA and candidate countries as part of the Passenger Mobility Questionnaire. The responses from countries, up to September 1 st 2014, are summarised in the following paragraphs. These responses come from 21 countries. On the definition of urban area : 7 countries indicated that the first definition (The new OECD-EC definition of larger urban zone" composed of a "city" and its "commuting zone") is preferred. 2 countries indicated that the second definition (The EC classification of the degree of urbanisation (DEGURBA)) is preferred. 2 countries indicated that the third definition (Definition on urban area described in the joint Eurostat/ITF/UNECE Glossary on Transport Statistics ) is preferred. 1 country stated that another definition would be preferable. 9 countries stated no preference or didn t provide information. Some countries indicated that the OECD-EC and DEGURBA definitions could both be considered. On the definition of urban mobility : 6 countries indicated that the first methodology (precise geocoding of origin/destination information through postal codes, etc.) is preferred. 2 countries indicated that a combination of methodologies is preferred o o 1 country suggested a combination of the precise geocoding of origin/destination information through postal codes (first methodology) with land use classifications 1 country suggested a general combination, without making use of postal codes 1 country stated that any methodology is possible. 12 countries stated no preference or didn t provide information. 3.4 Suggested definition for urban area and methodology for calculating urban mobility As a result of the analysis of different options and the feedback received from countries through the Passenger Mobility Questionnaire, the analysis of the practical repercussions of identified advantages and disadvantages, and the positioning of the current project within a European framework, we suggest to make use of the following definition for urban are: Definition 1: The new OECD-EC definition of larger urban zone" composed of a "city" and its "commuting zone" This definition was considered to be the best definition since: The definition is strongly map based and would allow for the integration of data that was collected in the past where location information was used. The definition allows identification of city, town and rural area and, as a result, a direct link with urban mobility can be achieved. This new methodology of classifying urban and rural areas is being used by different Directorates- General (DGs) and Eurostat. As such, it would enhance comparability over (projects related to) the different DGs. 24 Guidelines on Passenger Mobility Statistics

27 Definition of urban area and urban mobility 3 We do need to note that the new OECD-EC definition would allow for a strong integration of data and link with urban mobility. As a result of the analysis of different options and the feedback received from countries through the Passenger Mobility Questionnaire, the analysis of the practical repercussions of identified advantages and disadvantages, and the positioning of the current project within a European framework, it is suggested to make use of the following methodology to calculate urban mobility : Methodology 1: precise geocoding of origin/destination information through postal codes, GPS positioning, etc. This methodology was considered to be the best candidate definition since it would allow for the easiest and most practical identification of urban mobility, both during the data collection phases as well as during the analysis phases. Furthermore, the method seems to allow for the use of different data collection methods (i.e. GPS positioning, smart-phone use, etc.) that are currently being considered. However, a combination with methodology 3 should strongly be considered, in particular given possible difficulties in collecting specific origin and destination information. For the time being, and while this remains a possible issue, it would be an acceptable practice to identify urban vs rural mobility based on the home information of the individual respondent. If a respondent lives in an urban area, his/her trips are considered as urban up to a specific trip distance 12. If a respondent lives in a rural area, his/her trips are considered as rural trips. This may in particular be off interest when non-automated data collection methods are used. 12 This precise trip distance needs to be clarified. Currently, there are no clear cut-off points for identifying urban mobility for different city sizes (as the methodology would require). For this, a separate sensitivity analysis is required. This may be determined based on a statistical outlier analysis or a specifically identified distance depending on the urban area size. Guidelines on Passenger Mobility Statistics 25

28 4 Recommendations on methodology 4. Recommendations on methodology 4.1 Introduction This chapter focuses on the presentation of recommendations for methodological aspects of designing surveys that are directly relevant towards (a) a regular execution of National Travel Surveys (NTS), (b) the quality and validity of data received from NTS, (c) the potential to forward information in relation to the indicator sets presented in Chapters 2 and 3 of the current document and (d) possible (post-) harmonization issues. The main information source for this is contained in Chapter 3 of the COST/SHANTI final report, where an overview is presented of Recommendations for Obtaining Comparable Results from National Travel Surveys. The recommendations therein are compared and completed with the findings from the Agilis study (including the metadata questionnaire), the UNECE handbook on statistics on road traffic and Work Package 2 from the FP7- OPTIMISM project (Deliverables 2.2 and 2.3). The current chapter should be considered a recommendation, as the rest of the document. Countries where NTS practices already exist are likely to uphold existing practices, but are asked to verify whether the quality and content of data collected would be similar to data collected following the suggested methodologies. For countries that currently have no existing NTS practices, the methodological recommendations may serve as a guideline, although national and practical considerations may exist. Countries need to check their own national legislation (for example in connection to privacy legislation, data collection, etc.) in order to ascertain that country-specific applications of NTS are not in violation with national legislation. In some cases, this may mean that communication between the partner responsible for the NTS (or its data collection) needs to obtain specific dispensations or a working ruling with relevant national administrations. 4.2 Reference population and sampling One of the first elements that need to be ascertained is the identification of the reference population for which the (NTS) is to be used. In the current document, two population groups are mentioned: the country population and the mobile population. The country population is the population for which an NTS can be used to gain information, through appropriate sampling, on its (mobility) behaviour. However, in the data collection phase of an NTS, it is appropriate to collect information from all country inhabitants in order to gain correct insight in the passenger mobility statistics for a country even if this means that only general demographic information would be collected for nonmobile respondents. The mobile population is that part of the total (country) population that is mobile on an average day 13. Other relevant parameters that need to be taken into account when defining the reference population are for example age, nationality, etc. As far as age is concerned, the existing practices tend to collect information from different age brackets (lower age limit, upper age limit). Given existing practices, it is suggested collecting information from all ages (no lower or upper age limit). Insofar nationality is concerned, the general rationale is that information is collected on all person mobility within a country, irrespective on nationality. However, sampling frames used (discussed below) tend only include country inhabitants. There is no immediate solution for this, apart from correcting received information afterwards based on additional data sources (police information, accident information databases, etc.) or studies. Obviously, it is impossible to collect information through NTS from all members of the reference population. It suffices to collect information from a sample of the reference population insofar that this sample is representative for that reference population. The quality of a sample depends on two elements: the sampling frame and the sampling method. In the following paragraphs, different options are presented for both sampling frame and sampling method. The sampling frame is the source population from which a subset is drawn (in this case: that participates in the NTS). Different sources can be used: national (voting) registers, census information, communal registration offices, postal information datasets (addresses), telephone registers, etc. It needs to be taken into account that 13 If NTS would only be presented to the mobile population, this would lead to an overestimation of the person mobility activities for the entire country unless other data sources could be used to estimate the proportion of the mobile population to the total country population. 26 Guidelines on Passenger Mobility Statistics

29 Recommendations on methodology 4 some sources implicitly exclude population subsets. For example, telephone registers can be limited to land-line owners, postal addresses datasets can exclude new dwellings or migratory persons, etc. The sampling method is the procedure that is followed to select individual participant units (persons or families) from the sampling frame. In general, a distinction is made between probability and non-probability sampling. When using probability sampling methods (for example random sampling, systematic sampling and stratified sampling) all members of the target population have a known probability of being randomly selected that is different from zero. When using non-probability sampling methods (for example quota sampling, judgment sampling and convenience sampling) a non-random method for selecting members from a target population is used. Examples of probability sampling are: Random sampling: each member of the population has the same, non-zero, chance of being selected. In practice, a slight bias may occur as a result of the use of a specific sampling frame. This bias needs to be identified, but not necessarily corrected. Stratified sampling: in first instance, a number of strata for the population is determined. A stratum is a common characteristics shared by a subset of the population. For example: province, postal code, street, etc. In second instance, random sampling is used to select a number of subjects from the stratum. If this process is repeated once (using one stratum), this is single stage stratified sampling. If this process is repeated n-times (using n strata), this is n-stage stratified sampling (for example: first selection of a-number of provinces, then selection of b-number of postal codes from the selected provinces, etc.). This is done until the required sample size is reached. Systematic sampling: each xth member of the population is selected until the required sample size is reached (x is a random number and the sample frame is assumed to be without hidden order). Examples of non-probability sampling are: Quota sampling: this is the non-probability equivalent of stratified sampling. After the identification of the strata, the relative proportion of their representation for the entire population is used to draw respondents until the required sample size is reached. Convenience sampling: the sample is purely selected based on convenience. This may be an appropriate method only during the exploratory stage of a study (for example to test the functioning of an NTS). Judgment sampling: the sample is selected based on the judgement of the researcher. This may be an appropriate method only during the exploratory stage of a study (for example to test the functioning of an NTS). Often related to sample composition methods are issues in relation to sample size. For this, reference is made to the working paper of Freedman and the usage of Cochran s formula 14. In essence, it is impossible to set a specific percentage (of persons included in the sample, compared to the population size) that is representative for every population. Furthermore, response rates can be very different for different countries. This makes the net sample (the number of usable/valid returns at a unit level) important. Choosing a correct net sample depends on the following elements: Desired precision of results (error of margin): the difference between the real and the sampled population. o o Confidence level: the amount of risk that you are willing to take that the sample taken contains the populations true values within the precision of results defined. A higher confidence interval requires a larger sample size. Degree of variability: the distribution of attributes or concepts that are measured in the questions in the total population. A homogenous population is easier to measure than a heterogeneous population. The degree of variability is often estimated based on prior 14 Guidelines on Passenger Mobility Statistics 27

30 4 Recommendations on methodology An example: o o information or expert information. Response rate: the amount of valid responses compared to the number of respondents that are tested, if possible over NUTS regions. A 5% error of margin means that the true value of a population is within 5% of the value that is found in the sample. If the value of a survey indicates that 20% of the people in the survey sample use public transport, and the error of margin is 5%, this means that the real population value lies between 15 and 25%. o A confidence level of 95%, given a 5% error or margin then means the following: if 100 samples were taken, 95 of these samples would have had effectively the real population value within the error of margin presented. o A population with a 50%-50% division on an attribute is considered very heterogeneous. A population with an 80%-20% division homogenous. In the case of NTS, it is suggested to aim at an error of margin that is not bigger than 5% and a confidence level of 95% or better. For example, if an error of margin of 1% and a confidence level of 99% is targeted, most EU countries should aim for around completed responses. If an error of margin of 1% and a confidence level of 95% is targeted, most EU countries should aim for around 9600 completed responses. 4.3 Survey methodology Within the current section, some more detailed information on the methodologies that can be used to collect trip level information from respondents is presented. Method for collecting trip level information Different survey modes aimed at collecting trip information can be identified, making use of both different scopes (household travel surveys vs. individual surveys) and different collection methods. Common collection methods used are Paper-and-Pencil Diaries (PAPI), Computer-Assisted Telephone Interviews (CATI), Web- Interviews (CAWI), and Face-to-Face-Interviews (F2F). However, also mixed survey modes can be found. In addition, note that modern communication technologies allow for a different way of gathering information: GPStracking, smart-phone surveys, blue-tooth and network tracking, etc. allow for an information collection process where automated data-gathering in combination with fast validation and information addition by the end-user can become more mainstream. The use of mixed survey modes seems to be the most promising, in particular when automated data collection or fast-response eliciting methods (web or smartphone survey) are combined with traditional trip diaries. However, care needs to be taken not to introduce a response bias as a result from the introduction of, for example, a technology factor (availability of smartphones, GPS trackers, etc.). Furthermore, using such technologies does pose some problems for household travel surveys, since they tend to focus on data collection from one individual, compared to one household. In addition, privacy issues may need to be covered (i.e. automated tracking) as well as the cost for using such data collection methods (who carries the communication cost?). It is currently difficult to estimate the added value of potentially acquiring more detailed trip level information in relation to the added cost for web-based or automated technologies. An initial analysis from information received from Member States on the cost of different methodologies in existing NTS indicates that, as far as pricing is concerned, either methodology could be considered. Indicated costs per respondent varied mostly between 60 and 130 per respondent but no clear figure could be identified for particular data collection methods. Some indications exist that this cost estimation can be lowered with ongoing experience. Reporting period and repeated participation Three main travel survey formats are reported in SHANTI and OPTIMISM: cross-sectional one-day (one time) travel surveys, cross-sectional multi-day surveys and repeated participation (multi-day) panel surveys. The main 28 Guidelines on Passenger Mobility Statistics

31 Recommendations on methodology 4 balancing question here is whether or not the gain of extra information per survey respondent (i.e. behavioural variability and the development of individual travel behaviour over an extended period of time) is warranted compared to additional respondent burden and the associated sample bias. The use of multi-day panel surveys seems to be the most promising. It allows for the collection of information on the variability of travel information, but also potentially makes the most use of the advantages of modern communication technologies and automated data collection methods. From the OPTIMISM project, it became clear that multi-day panel surveys are currently not common practice (3 out of 15 reporting countries). The majority of NTS for which data was collected use one-day reference periods (12 out of 15 reporting countries). Coverage of days of the week and periods of the year Although the general principle is that information collected through travel surveys should be representative for the entire year and all days of the week, this is not always the case in practice. In some Member States, information is collection with particular attention for a specific time period (months) or type of day of the week (weekdays vs. weekend days). Reasons for this can be methodological issues (limited sample size) or importance-based selection. According to the Agilis study, seven Member States hold a reference time that is different from one year. The general recommendation is that it is not required for travel figures to be collected during the entire year in a survey. This however does imply that a well-grounded selection of the survey period is required based on which an extrapolation or comparison with all-year surveys can be made. This also implies that for post-harmonisation of data, specific attention needs to be given to the (other) data used on which assumptions are formulated that allow for the comparison of different data sets. In practice, it means that a preference exists for making use of data from databases that are populated independently from the travel surveys (for example : automated counts of vehicle traffic, bus ticketing services, etc.). Continuous survey conduction, reference period and repetition frequency The collection of data through travel surveys can happen on different types. Typically, three timing schemes are encountered: (1) continuous surveys (day-after-day without interruption), (2) annual surveys (yearly surveys, possibly on different periods of the year) and (3) one-off surveys or surveys with large time intervals (multiple years). When looking at the reported time frequencies from travel surveys, it is clear that there is a big difference between Member States ranging from a continuous survey (day-after-day or week-after-week) over annual surveys (of a specific reporting period merging to a couple of months or one year) to 5-yearly or even 10-yearly periodicity. The reason behind these differences can be cost-related (costs may rise with longer data collection periods) but also the level of institutionalization of and experience with the survey execution activities. As a general rule of thumb, it is suggested that continuous surveys are preferred over annual surveys because of a lower likelihood for introducing time period biases. Both are however preferred over longer survey repetition frequencies (5 or 10 years). Please take into account that matching data from different surveys is extremely difficult if the collection periods do not match since it is not always possible to identify variables that can be used for extrapolating data. Furthermore, it needs to be recognized that making use of data for policy support purposes becomes more difficult when larger time periods between surveys exist since multiple policy implementations may affect mobility behaviour over the same period of time. Guidelines on Passenger Mobility Statistics 29

32 4 Recommendations on methodology Data consistency checks Two types of data consistency checks are suggested for countries to use when collecting data through NTS. Firstly, internal data consistency checks can be considered. Examples of such checks are: pkm = vkm x occupancy rate urban mobility + rural mobility = total mobility short distance mobility + medium distance mobility + long distance mobility = total mobility the totals for different break-up variables are the same etc. External data consistency checks can be considered. With external data consistence checks, use is made of external (third party) databases that (may) also contain passenger mobility information or vehicle mobility information. Examples of databases that may contain such information are: Vehicle registration databases Vehicle insurance database Tourism statistics Etc. 30 Guidelines on Passenger Mobility Statistics

33 A template/model survey for the collection of passenger mobility information 5 5. A template/model survey for the collection of passenger mobility information 5.1 Introduction Within the current chapter, a template/model survey for the collection of passenger mobility information is proposed. The chapter contains information on a suggested general survey methodology. A possible information collection template that could be used for this purpose is presented in annexes 2 and 3. The information that is collected in this sample survey can be used to, for example, complete the passenger mobility questionnaire that was sent out by Eurostat to countries for the centralised collection of passenger mobility information. As such, the survey is built to the standards proposed to fulfil the needs for responding to the optimal indicator sets and can be considered as a guideline for NTS. Information on specific indicator definitions and terminologies used can be found in the section on general terminology (3.2) and Chapter 2. Information on methodological recommendations can be found in Chapter General survey methodology Sample selection The survey methodology that is used as an example in this model survey assumes that individual respondents are requested to fill in information on their mobility. These respondents can either be individual persons (if the sampling frame is for example the listing of phone records or a voting registry), or members of one core family residing on one address (if the sampling frame is for example the listing of registered addresses) 15. The respondents are selected out of the sample framework using a format of probabilistic sampling (see Section 4.2) 16. Within the current sample, it is assumed that an error of margin of 1% and a confidence level of 95% is targeted. In practice, this means that countries should aim for around 9600 completed responses. From information received from existing NTS practices, it is assumed that a minimum response rate between 20% and 40% can be achieved. In practice, this means that to individual persons or households need to be contacted. Assuming a cost between 60 and 130 per filled in questionnaire, this means the cost for one NTS lies between and Data collection methodology For the collection of data, it is suggested to make use of a relatively easy to use PAPI format. This format has the advantage that it is very low-tech, making for a low level of accessibility. However, at the same time, the format allows for potential upgrading to computer-assisted, website-assisted or smartphone-assisted data collection methods at a countries discretion. In practice, respondents are asked to complete information on individual stages of their trips on a preformatted page. Respondents are asked to complete this information during a period of 3 to 5 workdays and for one weekend-day. Survey duration and frequency The survey itself is ideally performed on a continuous basis, meaning that data is collected throughout the entire year. In this way, potential biases as a result of seasonal influences can be identified and mitigated Remark on the selection of respondents in relation to age: the aim of the survey is to collect information on mobility for all ages. However, for very young children it is unlikely that they (1) are independently mobile or (2) are fully capable of responding to the data collection template. In addition, privacy issues may exist in relation to the data collection for minors. Because of this, we propose to make use of legal representatives (parents, legal guardian, etc.) for the collection of information of persons aged 15 or less. However, persons aged 15 or younger are still eligible for inclusion in the data sample. For persons aged 15 or younger that are not capable of independent mobility, a general information question is foreseen. For persons aged 15 or younger that are capable of independent mobility, the legal representative is asked to complete the survey. In the case of stratified sampling, it is allowed for a unit of a stratum to be reselected over several NTS cycles. Guidelines on Passenger Mobility Statistics 31

34 5 A template/model survey for the collection of passenger mobility information The survey is repeated on an annual basis. However, a certain extent of re-use of respondents over a period spanning multiple years is allowed. It is proposed to change 33% of existing (responding) respondents from year to year so that respondents can eventually be followed over a period of 3 NTS cycles. In practice, this means the following: 1st year of NTS : 100% 1st time respondents (group A) 2nd year of NTS : 66% 2nd time respondents (group A), 33% 1st time respondents (new, group B) 3rd year of NTS : 33% 3rd time respondents (group A), 33% 2nd time respondents (group B), 33% 1st time respondents (new, group C) 4th year of NTS : 33% 3rd time respondents (group B), 33% 2nd time respondents (group C), 33% 1st time respondents (new, group D), 0% 4th time respondents (group A is no longer present) If there is a drop-out of respondents over time, these are replaced by 1 st time respondents. In practice, this means that the equal proportionality of 33% over time cycles cannot be upheld. Data collection template Because of the possibility of information to be collected on a household level, the data collection template exists of two parts. A first part, named household questionnaire, is completed by the first contact person. A second part, named individual questionnaire, is completed by every person in the household (baring age limitations as explained above). The individual questionnaire is used for collecting both information that allows countries to merge data following the two main distinctions identified (urban vs. rural mobility and mobility according to different distance classes). The household questionnaire is presented in Annex 2. The individual questionnaire is presented in Annex Guidelines on Passenger Mobility Statistics

35 Method of post-harmonisation for existing national surveys results 6 6. Method of post-harmonisation for existing national surveys results 6.1 Introduction This section offers a short overview of the different post-harmonisation methods that may be considered as a result of information that was previously collected in Member States in relation to survey design as well as the effective collection of passenger mobility data parameters. The main focus of this exercise is to identify general post-harmonisation strategies. Existing differences and similarities between member states data collection practices and existing differences and similarities in relation to specific passenger mobility indicators (are specific indicators collected, and in which way are the collected, how are they grouped, etc.) are reported in Annex Post-harmonisation methodologies As a result of the work done in the COST/SHANTI and OPTIMISM projects, three different harmonisation methods could be identified that help enhance comparability of data between countries, or over time periods. The first method consists of returning to the original micro-data that is not grouped in a specific format (if available). This data may then be reworked/ regrouped to fit a common accepted grouping format. The grouping as such can be done either by the original owner of the data, or if micro-data is publicly available by a third person (non-owner). The most important advantage of this method is that any commonly accepted grouping can be used, meaning no specific grouping history poses a practical limit and a common grouping can be decided upon that is best suited in terms of information contained. A possible disadvantage of this method is that it may be a time consuming and costly process, depending on the size of the database and clear communication with data owners. A second method consists of finding the common grouping denominator across different data sets (Member States). In practice, this means that the grouped data in itself is regrouped to fit the largest overlapping categories across data sets (Member States). For example, age groups years old and years old and so on are regrouped in one group 70 and older. The most direct advantage is that the already available information can relatively quickly be re-used to estimate totals. For the estimation of averages, this assumes that a clear weighting of each underlying category is possible when averages need to be presented. In our example, this would mean that it is known how many people are in each age category in the sample. The most important disadvantages are that the largest overlapping category as such can become very broad, and loses particular meaningfulness for mobility analyses. A third method involves the weighting of existing data categories in order to approximate or estimate values for a common classification. In some cases it may simply be not possible to find a common overlapping categorisation. For example, the targeted age group years old may not be directly available through original micro-data or existing grouping ( years old and years old ). In those cases, a weighting procedure must be created that allows for the estimation of the mobility impact of persons aged 70 to 79 years old in the years old category as well as the mobility impact of persons aged 70 to 79 years old in the years old category. Weighting procedures can be based on available literature, comparable countries who have detailed micro-data available or arithmetic functions assuming proportionate (all ages have a similar mobility pattern) or disproportionate impacts (mobility declines with age). The advantage of the weighting procedure is that it may provide added insight in the mobility patterns of different categories of mobile persons. The main disadvantage of weighting procedures is that it may introduce unwanted biases in the data (for example when wrong or unsubstantiated assumptions on distributions are made). Each of the methods can be considered for the different parameters for which data is collected and for which a variety of ranges and groupings is used. Within this context, please note that the use of the mentioned harmonisation methods also depends on the nature of the origin of possible harmonisation requirements. A distinction can be made between harmonisation issues that exist as a result of a strictly methodological difference between data collection practices (different collection Guidelines on Passenger Mobility Statistics 33

36 6 Method of post-harmonisation for existing national surveys results method, different timeframe, different periodicity, different sampling method, etc.) and harmonisation issues that may exist because of a different grouping of passenger mobility data across parameters. Finding a harmonisation solution for data that is not comparable as a result of survey methodology differences is relative difficult. As a consequence, clear descriptions need to be made of how the methodological choices made affect validity of data that is collected for a sample population in a specific period compared to the entire population or a larger time period. For example: Choosing the sample population based on national phone registries may present a bias in the sense that people who are not present in such a register (i.e. persons without a land-line connection : poor population, only cellphone owners, etc.) are not represented in the sample. Choosing the sample population based on age restrictions may lead to a bias towards the working population Choosing a time frame period of one month in the year may lead to seasonality biases In order to compensate for the possible introduction of such biases, it is sometimes necessary to make use of additional information from other studies (in other domains of research) or other, more complete, data collection exercises. Based on such additional information, it may be possible to estimate the bias effect size and compensate for such biases. Finding a harmonisation solution for data that is not comparable as a result of different grouping of passenger mobility data across parameters requires a different approach. By and large, this supposes that data is collected that is sufficiently valid for the entire population (or, following the methods proposed has been calibrated to be more valid for the entire population) but that the reporting of the data is done in a different way across Member States. For example: Countries may choose to report passenger kilometres for different vehicle type groups. One country may limit itself to the categories of passenger cars, trams & metro, train, bus & coach, cycling and pedestrians while another country may choose to make a distinction between passenger cars, trams, metro, regular train, high-speed train, stage bus, express bus, coach, cycling, pedestrians and other transport modes. Countries may choose to report passenger kilometres for all different ages on a year-by-year basis (in effect, age as a continuous scale) whereas other group ages over decades (<14years old, y.o., y.o, and so on). 34 Guidelines on Passenger Mobility Statistics

37 List of the national travel surveys together with the responsible organisation(s) and the contacts points 7 7. List of the national travel surveys together with the responsible organisation(s) and the contacts points 7.1 Introduction This chapter contains the contact details of the persons responsible for the different NTS in different countries. 7.2 list of contact details Austria Survey title: Österreich unterwegs Österreichweite Mobilitätserhebung 2013/2014 Responsible organisation : Federal Ministry for Transport, Technology and Innovation Contact person: Mr. Roman Kirnbauer Federal ministry for Transport, Technology and Innovation, Dept. II / Infra 5 Radetzkystraße 2, A-1030 Vienna Tel. : Mobil : Fax : roman.kirnbauer@bmvit.gv.at Belgium Survey title: Beldam (Belgian daily mobility) 2015 Responsible organisation : SPF Mobilité et Transports Contact person: Mrs. Jeanine Lees SPF Mobilité et Transports Tel. : Fax : Jeanine.Lees@mobilit.fgov.be Bulgaria Survey title: Quarterly survey on passengers transported by buses and coaches. Quarterly survey on urban electrical transport (metro, trams, trolleys). Guidelines on Passenger Mobility Statistics 35

38 7 List of the national travel surveys together with the responsible organisation(s) and the contacts points Quarterly survey on passengers transported by inland waterway and maritime transport. Quarterly survey on railway transport (according to Regulation 91/2003). Responsible organisation: NSI of Bulgaria Contact person: Mrs. Galina Vasileva NSI of Bulgaria Tel. : gvasileva@nsi.bg Croatia Survey title: - Responsible organisation: - Contact person: Mrs. Edita Omerzo Croatian Bureau of Statistics, Ilica 3, Zagreb, Hrvatska/ Croatia Tel. : Fax : Omerzo@dzs.hr Cyprus Survey title: Short distance passenger mobility survey Responsible organisation: Statistical service of Cyprus Contact person: gzeitountsian@cystat.mof.gov.cy (no direct contact, based on previous study information) 36 Guidelines on Passenger Mobility Statistics

39 List of the national travel surveys together with the responsible organisation(s) and the contacts points 7 Czech Republic Survey title: Population and housing census Responsible organisation: Czech statistical office Contact person: Mrs. Olga Kastlova olga.kastlova@mdcr.cz (no direct contact, based on previous study information) Denmark Survey title: National Travel Survey (TU) Responsible organisation: Danish Transport Research Institute Contact person: flc@vd.dk (no direct contact, based on previous study information) Estonia Survey title: - Responsible organisation: - Contact person: Tiit Metsvahi Tiit.Metsvahi@ttu.ee (no direct contact, based on previous study information) Finland Survey title: Finnish national travel survey ( ) Responsible organisation: Finnish Transport Agency Contact person: Guidelines on Passenger Mobility Statistics 37

40 7 List of the national travel surveys together with the responsible organisation(s) and the contacts points Mrs. Tytti Viinikainen Finnish Transport Agency Tel. : Tytti.viinikainen@fta.fi France Survey title: Enquête Nationale Transports et Déplacements (ENTD) Responsible organisation: SOeS (Observation and Statistics Service of the Ministry for Ecology, Sustainable Development and Energy) Contact person: Mr. Dominique Place SOeS (Observation and Statistics Service of the Ministry for Ecology, Sustainable Development and Energy) Tel. : dominique.place@developpement-durable.gouv.fr Germany Survey title: Mobilität in Deutschland (MiD) Deutsche Mobilitätspanel (MOP) Responsible organisation: Federal Ministry of Transport and Digital Infrastructure Contact person for survey organisation aspects (launch date, costs, etc.), questionnaire design and methodology: Markus Sigismund markus.sigismund@bmvi.bund.de Christian Neef christian.neef@bmvi.bund.de Contact person for access to data and compilation of mobility indicators: Rene Kelpin Clearing House for Transport Data German Aerospace Center (DLR) Institute for Transport Research rene.kelpin@dlr.de 38 Guidelines on Passenger Mobility Statistics

41 List of the national travel surveys together with the responsible organisation(s) and the contacts points 7 Greece Survey title: - Responsible organisation: - Contact person: - Hungary Survey title: - Responsible organisation : - Contact person: Csaba Kovács Csaba.Kovacs@ksh.hu Csaba Gilyan Csaba.Gilyan@ksh.hu Timea Szabóné Lipka Timea.Szabone@ksh.hu Edit Lovászné Skach Edit.Skach@ksh.hu Ireland Survey title: National Travel Survey Responsible organisation: Central Statistics Office Contact person: Mrs. Olive Loughnane Tel. : olive.loughnane@cso.ie Guidelines on Passenger Mobility Statistics 39

42 7 List of the national travel surveys together with the responsible organisation(s) and the contacts points Italy Survey title: AUDIMOB Responsible organisation : ISFORT Contact person: Astori@istat.it (no direct contact, based on previous study information) Latvia Survey title: Mobility survey of Latvian population Responsible organisation: Central Statistical Bureau of Latvia Contact person: Mrs. Edite Miezite Tel. : edite.miezite@csb.gov.lv Liechtenstein Survey title: Census Responsible organisation: Amt für Statistik Contact person: Mr. Harry Winkler harry.winkler@avw.llv.li (no direct contact, based on previous study information) Lithuania Survey title: Statistical surveys on passenger transport by bus and trolleybus Responsible organisation: Department of Statistics (Statistics Lithuania). Contact person: Mrs. Zita Serafiniene Transport and Service Statistics Division Zita.Serafiniene@stat.gov.lt 40 Guidelines on Passenger Mobility Statistics

43 List of the national travel surveys together with the responsible organisation(s) and the contacts points 7 Luxembourg Survey title: - Responsible organisation: - Contact person: - Netherlands Survey title: Onderzoek Verplaatsingen in Nederland (OViN) Responsible organisation: Statistics Netherlands Contact person for survey organisation aspects (launch date, costs, etc.), access to data and compilation of mobility indicators: Mrs. Carin Zwaneveld Tel. : c.zwaneveld@cbs.nl Contact person for questionnaire design and methodology: Mr. Coen van Heukelingen Tel. : c.vanheukelingen@cbs.nl Norway Survey title: Den nasjonale reisevaneundersøkelsen (RVU) Responsible organisation: Institute of Transport Economics Contact person: Mr. Jon Martin Denstadli Tel. : jmd@toi.no Guidelines on Passenger Mobility Statistics 41

44 7 List of the national travel surveys together with the responsible organisation(s) and the contacts points Malta Survey title: - Responsible organisation: - Contact person: - Poland Survey title: Generalny Pomiar Ruchu (GPR) Responsible organisation: Generalna Dyrekcja Drog Krajowych i Autostrad Contact person: b.barcikowski@stat.gov.pl (no direct contact, based on previous study information) Portugal Survey title: Inquérito à mobilidade de média e longa distância 1998 (Survey on médium-long distance mobility 1998) Inquérito à mobilidade na Área Metropolitana de Lisboa 1998 (Survey on mobility in Lisbon metropolitan area 1998) Inquérito à mobilidade na Área Metropolitana do Porto 1999 (Survey on mobility in Oporto metropolitan area 1999) Responsible organisation: Instituto Nacional de Estatística Contact person: Contact person for survey organisation aspects (launch date, costs, etc.) & access to data and compilation of mobility indicators : Mrs. Rute Cruz Calheiros rute.cruz@ine.pt Contact person for questionnaire design and methodology: Mr. Porfírio Leitão porfirio.leitao@ine.pt 42 Guidelines on Passenger Mobility Statistics

45 List of the national travel surveys together with the responsible organisation(s) and the contacts points 7 Romania Survey title: Transport by passenger cars Transportul de pasageri cu autoturisme, ACTR-TPA Transport of passengers by road Transportul rutier de pasageri, ASTRP Local public transport of passengers Transportul public local de pasageri, TR1-TP Responsible organisation: National Institute of Statistics Transport Statistics Unit Contact person: Mrs. Mariana Bereş Head of Unit, National Institute of Statistics Transport Statistics Unit Tel : ext 1438, Mariana.Beres@insse.ro Mrs. Carmen Mihalcioiu for Local public transport of passengers National Institute of Statistics Transport Statistics Unit Tel.: ext 1438, Carmen.Mihalcioiu@insse.ro Mrs. Anca Sirbu for Transport by passenger cars & Transport of passengers by road National Institute of Statistics Transport Statistics Unit Tel.: ext 1438, Anca.Sirbu@insse.ro Slovakia Survey title: Monthly survey in transport (Mesačný výkaz v deprave) Annual survey in transport (Ročný výkaz v doprave) Responsible organisation: Statistical office of the Slovak Republic Contact person: Mrs. Jana Luttmerdingova Coordinator transport statistics jana.luttmerdingova@statistics.sk Survey title: Annual survey of passenger transport via Slovakian territory (ročný výkaz o medzinárodnej preprave osôb cez územie Slovenska) Guidelines on Passenger Mobility Statistics 43

46 7 List of the national travel surveys together with the responsible organisation(s) and the contacts points Responsible organisation: Ministry of transport, construction and regional development of the Slovak Republic Contact person: Mrs. Jana Luttmerdingova Coordinator transport statistics Slovenia Survey title: - Responsible organisation: - Contact person: Mrs. Alenka Skafar Transport statistics Tel. : Alenka.Skafar@gov.si Spain Survey title: Survey on Spanish residents mobility (Encuesta de movilidad de las personas residentes en España ) MOVILIA Responsible organisation: Ministry of Public Works Contact person: Mr. Juan Manuel Ropero jmropero@fomento.es Sweden Survey title: RVU Sverige den nationella resvaneundersökningen Responsible organisation: Transport Analysis, Sweden Contact person for survey organisation aspects (launch date, costs, etc.): 44 Guidelines on Passenger Mobility Statistics

47 List of the national travel surveys together with the responsible organisation(s) and the contacts points 7 Mats Wiklund Tel. : mats.wiklund@trafa.se Contact person for questionnaire design and methodology & access to data and compilation of mobility indicators: Anderas Holmström Tel. : andreas.holmstrom@trafa.se Switzerland Survey title: Mobility and Transport Microcensus / Mikrozensus Mobilität und Verkehr (MZMV) / Microrecensement mobilité et transports (MRMT), Microcensimento mobilità et trasporti (MCMT) Responsible organisation: Federal Statistical Office (FSO, Lead), Federal Office for Spatial Development (ARE) Contact person: Mr. Christian Perret Tel. : christian.perret@bfs.admin.ch Turkey Survey title: Passenger Mobility Survey Responsible organisation: TURKSTAT Contact person: tulin.alpman@tuik.gov.tr (no direct contact, based on previous study information) Guidelines on Passenger Mobility Statistics 45

48 7 List of the national travel surveys together with the responsible organisation(s) and the contacts points United Kingdom Survey title: National travel survey (NTS) Responsible organisation: Study by the National Centre for Social Research from 2013 to 2017 Study for the Department for Transport Contact person:. Statistician - National Travel Survey and Analyst Head of Profession support Department for Transport Tel : Guidelines on Passenger Mobility Statistics

49 Annex 1 Annex 1: Model for household questionnaire (urban mobility) PART 1: Methodologies used for collecting passenger mobility information in your country The aim of Part 1 of this questionnaire is to collect information on the methodology used in relevant surveys where passenger mobility data is collected (NTS, census surveys, etc.). The collection of this information covers any mode of transport. No other coverage specifications, for example with regard to the purposes of travel or distance covered, etc. apply here. Title of survey (Please indicate the title of the survey both in English and in the original language, together with the official abbreviation where applicable) Responsible organisation Responsible persons & contact information ( , telephone) Contact person for survey organisation aspects (launch date, costs, etc.): Contact person for questionnaire design and methodology: Contact person for access to data and compilation of mobility indicators: Methodological information about the most recent survey implementation Please kindly complete the table below to reflect the most recent survey implementation, where applicable. If necessary, fill in multiple answers and add clarifications. If you have information from more than one survey, please make different versions of the current document, one for each survey and name them accordingly (country_name survey) Survey name: Aim/scope of the survey: Guidelines on Passenger Mobility Statistics 47

50 Annex 1 Year of most recent implementation: Since when has this survey been conducted: What are the reference years covered (for which data are available): Foreseen period of next survey implementation: Foreseen date of availability of next survey results: Survey general methodology a. Survey method: Face-to-face interview, telephone interview, postal interview, and web-survey, other or combination (specify) b. Use of new technologies: Computer-assisted telephone interview (CATI), Computerassisted personal interview (CAPI), Computer-assisted web interview (CAWI), GPS assisted, other or combination (specify) c. Mobility information collection method: Questionnaire, Travel diary, other or combination (specify) d. Information reporting: Trip-based reporting, Activity-based reporting, other or combination (specify) Survey design a. Sampling frame: what database is used for the initial selection of respondents? For example: national register, census population, address database, telephone register, etc. b. Sampling frame detail: what specific criteria exist for inclusion in the sampling frame? For example: age, nationality, residence location, etc. c. Sampling method: stratified random, uniform random, cluster, multi-stage, systematic sampling, etc. d. Statistical unit: individuals, household, etc. e. Sample size (contacted): number of individuals, number of households, etc. f. Response rate: percentage (or number) of individuals or households that completed the questionnaire. g. Periodicity: how regular is the data collection performed? Continuous, 48 Guidelines on Passenger Mobility Statistics

51 Annex 1 quarterly, yearly, every 5 years, etc. h. What is the reference period? One week, one month, 3 months, etc. i. What is the reporting period? One day, one week, one month, etc. j. What seasons are covered? All seasons, spring, summer, autumn, winter? k. What quarters of the year are covered? All quarters, 1st quarter, 2nd quarter, 3rd quarter, 4th quarter? l. Day measurement unit: how are the days of the week registered? Each day separately (Monday, Tuesday,, Sunday), grouped (weekday, weekend), otherwise (please clarify)? m. Are the indicators compiled separately for weekdays and weekends/holidays or do you apply some weighting (please explain the weighting procedure used)? Survey costs 17 a. Indicative estimate of the total cost of the most recent survey conducted: b. Indicative estimate of the cost per respondent in the most recent survey conducted (indicate as cost/household or cost/person fur complete information): Future developments, changes in methodology and useful links: a. Have there been any major methodological changes implemented recently or are they foreseen in the near future? Please describe: b. Please provide links to methodological guidelines or any other relevant documents describing the methodology, concepts and definitions used in your national travel survey: c. Please provide links to the website where the survey s results are published: d. Please also provide links to publications and reports describing the survey s results: 17 Eurostat is currently examining a possibility of providing limited financial assistance in form of grants for countries ready to compile and report a minimum set of key passenger mobility indicators most relevant for monitoring of the European Union policy objectives, according to Eurostat Guidelines, and the indication of national survey cost (total and per respondent) would be very useful for planning of this action. Guidelines on Passenger Mobility Statistics 49

52 Annex 1 PART 2: Key concepts, definitions and nomenclatures applied in national travel surveys The aim of Part 2 of the questionnaire is to collect information on the definitions used and format of the data that is collected in relevant surveys on passenger mobility (NTS, census surveys, etc.). The collection of this information covers all modes of transport. No other coverage specifications apply here. You will initially be asked to verify the definitions used for a set of general concepts and definitions. This will be followed by the verification of a set of more specific mobility-related concepts. General concepts and definitions A set of key concepts on passenger mobility together with their definitions and nomenclatures have been initially developed for the purpose of a pan-european survey on long-distance passenger mobility (DATELINE project 18 ) during the period and gradually refined and extended through several subsequent Eurostat projects. This set has been adopted in a large number of Member States, but not in all or not completely. Furthermore, as a result of the new EU transport policy objectives in 2011, some definitions have been amended and new ones were added. Please indicate whether you use the following key concepts and whether the relevant definitions are adopted in your national passenger mobility survey or other relevant surveys (i.e. census, etc.). Please report in the column Definitions/nomenclatures adopted at national level on the existence of any deviations from recommended definitions and/or nomenclatures and provide the ones currently in use in your national passenger mobility survey. Key concepts Adoption of the concept (Yes/No) Definitions and nomenclatures Adoption of the definition/nomen clature (Yes/No) Definitions/nomenclatures adopted at national level (if different) Would it be possible to adjust them? Mode of travel Yes/No All modes of transport used during a trip or journey Yes/No In particular, are the following modes of travel included in your survey: Passenger car Yes/No Passenger car (shared service or taxi) Yes/No Motorcycle and moped Yes/No Bus & coach Yes/No Metro and tram Yes/No Guidelines on Passenger Mobility Statistics

53 Annex 1 Key concepts Adoption of the concept (Yes/No) Definitions and nomenclatures Adoption of the definition/nomen clature (Yes/No) Definitions/nomenclatures adopted at national level (if different) Would it be possible to adjust them? Rail (High Speed train, regular train, urban rail) Yes/No Cycling Yes/No Walking Yes/No Aviation Yes/No Waterways (inland waterways vessel and maritime vessel) Yes/No Other Yes/No Main mode of travel Yes/No The mode used for the longest part (distance) of the trip or journey Yes/No Stage Yes/No An uninterrupted movement by one mode, including any waiting time directly before or during the movement. Yes/No A stage (segment) is defined by one single mode of transport. Another stage must be taken into account if a change of mode of transport takes place. Example 1: changing from one bus to another bus is considered an interruption. Hence, this comprises two stages. Example 2: biking from home to the station, taking the train to the next station and walking to work comprises three stages. Guidelines on Passenger Mobility Statistics 51

54 Annex 1 Key concepts Adoption of the concept (Yes/No) Definitions and nomenclatures Adoption of the definition/nomen clature (Yes/No) Definitions/nomenclatures adopted at national level (if different) Would it be possible to adjust them? Trip Yes/No A series of stages connecting two activities Purpose Yes/No The main purpose of a journey or trip without which the journey or trip would not have occurred. Yes/No Yes/No Note: the last trip of the day (home, residence, etc.) receives the same trip purpose as the second to last. For example: returning home from work is considered work. Returning home from shopping is considered shopping. Going for groceries after work, and then going home, is considered shopping. In particular, are the following travel purposes included in your survey? Work (commuting) Yes/No Education Yes/No Shopping Yes/No Personal business 19 Yes/No Professional Yes/No Leisure (sport, culture, tourism, visiting family or friends, etc.) Yes/No 19 Personal business purposes include, for example, medical visits, visits to the post office, bank, escorting persons, etc. 52 Guidelines on Passenger Mobility Statistics

55 Annex 1 Key concepts Adoption of the concept (Yes/No) Definitions and nomenclatures Adoption of the definition/nomen clature (Yes/No) Definitions/nomenclatures adopted at national level (if different) Would it be possible to adjust them? Other (please specify what do you include in this category) Yes/No Other concepts [Please provide definition/nomenclatures adopted at national level] Specific mobility-related concepts and definitions In the current section, we ask you to provide information on variables that are specifically linked to measuring trip distance and trip time (those that are considered to be the minimum required to monitor progress towards the policy objectives formulated in the EU White Paper on Transport). Key concepts Adoption of the concept (Yes/No) Definitions and nomenclatures Adoption of the definition/nomen clature (Yes/No) Definitions/nomenclatures adopted at national level Would it be possible to adjust them? Passengerkilometres (pkm) Yes/No The total number of kilometres ran using any mode of transport by an individual person during a reference period. Yes/No Vehiclekilometres (vkm) Yes/No The total number of kilometres ran by any vehicle type, in any mode of transport in a reference period. Yes/No Vehicle occupancy Yes/No The average number of occupants in a vehicle (on a given trip), including the driver. Yes/No Passenger car Yes/No Other modes 20 Yes/No Total trip travel time Yes/No The total time spent travelling during a single trip. This excludes the waiting time (waiting time Yes/No 20 This information could be collected from other sources such as public transport companies, annual average only. Guidelines on Passenger Mobility Statistics 53

56 Annex 1 Key concepts Adoption of the concept (Yes/No) Definitions and nomenclatures Adoption of the definition/nomen clature (Yes/No) Definitions/nomenclatures adopted at national level Would it be possible to adjust them? is the time spent on no other purpose than bridging the time from one activity or movement to another. It is lost time with no purpose on its own.) Trip origin Yes/No The starting point for a trip (geographical information) Yes/No (Information can be presented in postal address, postal code, GPS coordinates, map coordinates, etc.) Trip destination Yes/No The finishing point for a trip (geographical information) Yes/No (Information can be presented in postal address, postal code, GPS coordinates, map coordinates, etc.) Trip distance Yes/No The distance ran from the origin to the destination of the trip. Yes/No Distance classes according to the EU 2011 White Paper on Transport: Shortdistance travel Yes/No Travel to a destination less than 300 km away, in a straight line ( as a crow flies ), from the reference location (normally home). Yes/No [if a deviation exists from the proposed definition, please give details about the exact dimension and type (crow-fly or network distance) of distance] Mediumdistance travel Yes/No Travel to a destination between 300 and 1000 km away, in a straight line ( as a crow flies ), from the reference location Yes/No 54 Guidelines on Passenger Mobility Statistics

57 Annex 1 Key concepts Adoption of the concept (Yes/No) Definitions and nomenclatures Adoption of the definition/nomen clature (Yes/No) Definitions/nomenclatures adopted at national level Would it be possible to adjust them? (normally home). [if a deviation exists from the proposed definition, please give details about the exact dimension and type (crow-fly or network distance) of distance] Longdistance travel Yes/No Travel to a destination more than 1000 km away, in a straight line ( as a crow flies ), from the reference location (normally home). Yes/No [if a deviation exists from the proposed definition, please provide details about the exact dimension and type (crow-fly or network distance) of distance] Would it be possible in the next survey or in the future to compile mobility indicators according to the distance classes indicated above, even if it s not the case at present? (please explain) In the following table, please provide information on the grouping used for socio-demographic variables and parameters for which information may be collected. In particular, please provide information on the current grouping used in your country, as well as whether there could be a possibility to harmonise the grouping currently used in your country with the suggested grouping either directly during data collection or by applying post-harmonisation and re-grouping or merging of some of the categories. Key concepts Adoption of the concept (Yes/No) Suggested grouping Is the suggested grouping used in your country? (Yes/No) If another grouping is used, please specify it here. Is harmonisation with the suggested grouping possible? (Yes/No) If so, please indicate whether this is through raw data or merging Gender Respondent age (including - Male - Female Preferably, this should be measured on a continuous Guidelines on Passenger Mobility Statistics 55

58 Annex 1 Key concepts Adoption of the concept (Yes/No) Suggested grouping Is the suggested grouping used in your country? (Yes/No) If another grouping is used, please specify it here. Is harmonisation with the suggested grouping possible? (Yes/No) If so, please indicate whether this is through raw data or merging age of the other family members in case of household surveys) Household size scale. Suggested age grouping (if not measured on a continuous scale): - <15 years years years years years years years years - >80years Please indicate whether this is measured on a continuous scale or using a grouping. If the grouping is different to the one suggested, please clarify. - Number of household members Employment status or occupation Vehicle ownership - Student - Employed - Self-employed - Homemaker - Unemployed - Retired - Number of cars (private) - Number of cars (leasing, company, etc.) - Number of bikes - Number of public transport subscriptions - Number of car-sharing (or similar) memberships In the following table, please provide information on the grouping used for specific variables and parameters. In particular, please provide information on the current grouping used in your country, as well as whether there could be a possibility to harmonise the grouping currently used in your country with the suggested grouping, either directly during data collection or by applying post-harmonisation and re-grouping or merging of some of the categories. 56 Guidelines on Passenger Mobility Statistics

59 Annex 1 Key concepts Adoption of the concept (Yes/No) Definition or Suggested grouping Is the suggested definition or grouping used in your country? (Yes/No) Is harmonization with the suggested grouping possible? (Yes/No) 21 If another grouping is used, please present it here. If so, please indicate whether this is through raw data or merging Transport type / Transport mode (for urban mobility) Fuel type Travel purpose - Passenger car - Passenger car (shared service & taxi) - Motorcycle & moped - Bus & coach - Metro & tram - Train - Cycling - Walking - Aviation - Waterways (inland waterways vessel and maritime vessel) - Other - Petrol - Diesel - Hybrid o Diesel hybrid o Petrol hybrid - Electric vehicle (E.V) - Bi-fuel o Petrol-LPG o Petrol-CNG - Hydrogen - Other/unknown - Work (commuting) - Education - Shopping - Personal business 22 - Professional - Leisure - Other 21 For example: raw collected data presents enough detail for alternative grouping or some groups can be merged. 22 Personal business purposes include, for example, medical visits, visits to the post office, bank, escorting persons, etc. Guidelines on Passenger Mobility Statistics 57

60 Annex 1 PART 3: Available national passenger mobility indicators Current status of recent survey implementation Have you finalised compilation of the survey results related to passenger mobility from the most recent national survey conducted? Yes / No If NO, please indicate when you expect to have accomplished the compilation of the results from the most recent survey. Results on basic passenger mobility indicators Please provide, if available, the most up-to-date results for the following passenger mobility indicators. If possible please use one of the definitions provided in Annex 1. If not possible to provide results according to one of the recommended definitions please provide them according to definition currently used in your national travel survey and explain the methodology used. We kindly ask you to provide the data split up along two dimensions: 1) Split dimension 1: urban mobility & rural mobility 2) Split dimension 2: short distance, medium distance & long distance Please also indicate whether the results are presented in passenger-kilometres (pkm) or vehiclekilometres (vkm). If you cannot provide detailed information for all breakdown parameters, please provide the most complete information for those groups for which you have information and please provide total whenever available. Please base your results on the mobile population (trip makers), not on the total population if possible. Please indicate clearly if this is not possible. If you have information from more than one survey, please make different versions of the current document, one for each survey and name them accordingly (country_name survey) 58 Guidelines on Passenger Mobility Statistics

61 Annex 1 Survey name: Reference period of the survey (which the results refer to): Is the raw data used to estimate mode used, distance travelled and time spent collected on the level of stages or trips? The data provided is presented in passenger-kilometres or vehicle-kilometres? The data provided is based on weighted average days or other days (i.e. average weekday, etc.)? Is the data provided here the result of original raw data from a survey, or is the data the result of modelling work? Is micro-data publicly available? Distance Time Mode Stage Yes/No Yes/No Yes/No Trip Yes/No Yes/No Yes/No Pkm / Vkm Weighted average day / Other (please specify) Raw data / modelled data Yes / No Is information on medium (300 to 999 km) travel distance and/or long (>1000 km) travel distance collected in your country? Yes / No If YES, please indicate below what data sources contain such information Type of data source: Data source name: Contact person for data source (name, institute, , etc.) National Travel Survey: Dedicated survey: Compilation from tourism statistics: Other (please complete): Guidelines on Passenger Mobility Statistics 59

62 Annex 1 Passenger mobility indicators: (main focus is on URBAN mobility) Urban mobility Rural Total 24 mobility 23 Short distance mobility (0-299km) Medium distance mobility ( km) Long distance mobility (1000km and more) 1. Share of trip makers in the total reference population: 2. Average number of trips per person/per day a) Total: b) By main mode/type of transport By passenger car (total): as driver: as passenger: Shared service or taxi: By motorcycle and moped: By bus and coach: By metro and tram: By train (total): High speed train: Regular train: Urban rail: 23 Rural mobility = total urban mobility 24 The column total can be used as a checksum for previous columns or, alternatively, to estimated missing values in other columns if required. 60 Guidelines on Passenger Mobility Statistics

63 Annex 1 Aviation: Waterways (total): Inland waterways vessel: Maritime vessel: Cycling: Walking: Other: c) By fuel type (passenger car) Petrol: Diesel: Diesel hybrid: Petrol hybrid: Electric vehicle (E.V): LPG: CNG: Hydrogen: Other/unknown: c) By travel purpose Work: Education: Guidelines on Passenger Mobility Statistics 61

64 Annex 1 Shopping: Personal business 25 : Professional: Leisure: Other: 3. Average travel distance per person/day (km) a) Total: b) By mode/type of transport By passenger car (total): as driver: as passenger: Shared service or taxi: By motorcycle and moped: By bus and coach: By metro and tram: By train (total): High speed train: Regular train: Urban rail: 25 Personal business purposes include, for example, medical visits, visits to the post office, bank, escorting persons, etc. 62 Guidelines on Passenger Mobility Statistics

65 Annex 1 Aviation: Waterways (total): Inland waterways vessel: Maritime vessel: Cycling: Walking: Other: c) By fuel type (passenger car) Petrol: Diesel: Diesel hybrid: Petrol hybrid: Electric vehicle (E.V): LPG: CNG: Hydrogen: Other/unknown: d) By travel purpose Work: Education: Guidelines on Passenger Mobility Statistics 63

66 Annex 1 Shopping: Personal business: Professional: Leisure: Other: 4. Average total travel time per person/day (minutes) a) Total: b) By mode/type of transport By passenger car (total): as driver: as passenger: Shared service or taxi: By motorcycle and moped: By bus and coach: By metro and tram: By train (total): High speed train: Regular train: Urban rail: Aviation: Waterways (total): Inland waterways vessel: Maritime vessel: Cycling: Walking: 64 Guidelines on Passenger Mobility Statistics

67 Annex 1 Other: c) By travel purpose Work: Education: Shopping: Personal business: Professional: Leisure: Other: 5. Passenger kilometres (pkm) for all trip makers/ year a) Total: b) By mode/type of transport By passenger car (total): as driver: as passenger: Shared service or taxi: By motorcycle and moped: By bus and coach: By metro and tram: By train (total): High speed train: Regular train: Urban rail: Aviation: Waterways (total): Inland waterways vessel: Guidelines on Passenger Mobility Statistics 65

68 6. Average vehicle occupancy by vehicle type 26 By passenger car: Annex 1 Maritime vessel: Cycling: Walking: Other: c) By fuel type (passenger car) Petrol: Diesel: Diesel hybrid: Petrol hybrid: Electric vehicle (E.V): LPG: CNG: Hydrogen: Other/unknown: d) By travel purpose Work: Education: Shopping: Personal business: Professional: Leisure: Other: By bus and coach: 26 For passenger cars this information can be asked directly from respondents; for other vehicle types it should come from other sources e.g. from public transport companies; annual averages only. 66 Guidelines on Passenger Mobility Statistics

69 Annex 1 By metro and tram: By train: Other Indicators: Please list other national mobility indicators that are available to you, together with their results. Guidelines on Passenger Mobility Statistics 67

70 Annex 2 Annex 2: Model for household questionnaire Section 1: Introduction to the questionnaire This introduction is completed by individual countries. It contains the following elements: The purpose of the questionnaire Who needs to complete the questionnaire How the questionnaire needs to be completed The return address for information, or how the information is collected A paragraph on data anonymity and the protection of private information Section 2: Household information In this section, information is collected for each of the household members that are living at the address where the contact person lives (also co-habitation or partial-habitation) and who share the same budget. If more than 6 persons are living at the same location, extra documents can be asked. Person 1 Person 2 Person 3 First name Age Gender - Male - Female - Male - Female - Male - Female Nationality Relation towards the contact person (One choice possible) Education level (One choice possible) Professional occupation - Contact person - Wife, partner, etc. - Child (same official address or other address) - Other - Not relevant (younger than 12 years) - No diploma - Primary school - Secondary school - College - University - Child (no school) - Student - Homemaker - Part-time occupation - Full-time occupation - Not occupied - Other : - Contact person - Wife, partner, etc. - Child (same official address or other address) - Other - Not relevant (younger than 12 years) - No diploma - Primary school - Secondary school - College - University - Child (no school) - Student - Homemaker - Part-time occupation - Full-time occupation - Not occupied Other : - Contact person - Wife, partner, etc. - Child (same official address or other address) - Other - Not relevant (younger than 12 years) - No diploma - Primary school - Secondary school - College - University - Child (no school) - Student - Homemaker - Part-time occupation - Full-time occupation - Not occupied Other : 68 Guidelines on Passenger Mobility Statistics

71 Annex 2 Person 4 Person 5 Person 6 First name Age Gender - Male - Female - Male - Female - Male - Female Nationality Relation towards the contact person (One choice possible) Education level (One choice possible) Professional occupation - Contact person - Wife, partner, etc. - Child (same official address or other address) - Other - Not relevant (younger than 12 years) - No diploma - Primary school - Secondary school - College - University - Child (no school) - Student - Homemaker - Part-time occupation - Full-time occupation - Not occupied - Other : - Contact person - Wife, partner, etc. - Child (same official address or other address) - Other - Not relevant (younger than 12 years) - No diploma - Primary school - Secondary school - College - University - Child (no school) - Student - Homemaker - Part-time occupation - Full-time occupation - Not occupied - Other : - Contact person - Wife, partner, etc. - Child (same official address or other address) - Other - Not relevant (younger than 12 years) - No diploma - Primary school - Secondary school - College - University - Child (no school) - Student - Homemaker - Part-time occupation - Full-time occupation - Not occupied - Other : Section 3: The availability of vehicles and mobility subscriptions at household level In this section, information is collected on the mobility options available within a single household. Number of vehicles or subscriptions Type of vehicle or more Bike (child) Bike (adult) Motorcycle/moped Passenger car (privately owned or leasing) Passenger car (shared service subscription) Bus/coach (subscription) Metro/tram (subscription) Train (subscription) Other : Guidelines on Passenger Mobility Statistics 69

72 Annex 2 Section 4: The technical properties of vehicles at household level In this section, information is collected on the technical properties for passenger vehicles that are available within a single household. The current example refers to passenger cars, however, depending on national goals it may be required to elaborate this to other vehicle types. It may be possible in individual countries to merge this information with other databases (i.e. vehicle registration database, etc.). Car brand (i.e. Volkswagen) Passenger car 1 Passenger car 2 Passenger car Car type (i.e. Golf ) Engine size... cc... cc... cc Year of purchase Year of construction How was ownership of the vehicle achieved? Yearly mileage (estimate if you own the vehicle more than 1 year) - 1 st owner - Second-hand car - Leasing vehicle - Other :. - 1 st owner - Second-hand car - Leasing vehicle - Other :. - 1 st owner - Second-hand car - Leasing vehicle - Other :.... km/year... km/year... km/year Current mileage... km... km... km Fuel type - Petrol - Diesel - Petrol-hybrid - Diesel-hybrid - Electric Vehicle (E.V.) - LPG - CNG - Hydrogen - Other : - Petrol - Diesel - Petrol-hybrid - Diesel-hybrid - Electric Vehicle (E.V.) - LPG - CNG - Hydrogen - Other : - Petrol - Diesel - Petrol-hybrid - Diesel-hybrid - Electric Vehicle (E.V.) - LPG - CNG - Hydrogen - Other : 70 Guidelines on Passenger Mobility Statistics

73 Annex 2 Section 5: Additional household information In this section, additional questions may be asked to learn more about the housing situation of the household, insofar that they are relevant or pertinent to understand the mobility situation. Examples are: The housing type (apartment, studio, house, ) Housing ownership (rental, owner, ) Parking space cars (private parking (number), street parking, ) Parking space bikes (number of bikes that can be stationed, where, ) Public transport (availability, satisfaction, pricing, ) Household budget Guidelines on Passenger Mobility Statistics 71

74 Annex 3 Annex 3: Model for individual questionnaire Section 1: Introduction to the questionnaire This introduction is completed by the individual countries. The difference with the household questionnaire is that the current questionnaire aims to gather information on specific stages and trips whereas the household questionnaire collects more background information. It contains the following elements: The purpose of the questionnaire Who needs to complete the questionnaire How the questionnaire needs to be completed The return address for information, or how the information is collected A paragraph on data anonymity and the protection of private information If a household questionnaire is completed, a link can be made with the specific passenger car that is used by the respondent of the individual questionnaire. The purpose of this questionnaire is to gather information of actual mobility behaviour that has taken place in: A period of 1 up to 5 working days27 One weekend day (half of the respondents Saturday, half of the respondents Sunday) and: Different distance classes Section 2: Respondent information In this section, background information is collected for the respondent. If no household questionnaire is completed, Sections 2, 3 and 4 of the household questionnaire need to be copied here (and adjusted for individual use). Section 3: Data collection for weekdays In this section, information is asked on specific mobility activities that are undertaken by the respondent. Information is collected on the minimal level of stages (see definition in section on general terminology). Different stages can be composed into a trip. One set of responses corresponds of a trip from location A to location B. The individual stage information is presented in each trip. Origin (postal code, country) Destination (postal code, country) Trip purpose Hour of departure.. - Work - Education - Shopping - Personal business - Professional - Leisure - Other :.. h. min Trip 1 Please fill in, for each of the stages of the trip, what mode you used, how much time the stage took and how 27 The collection of information on long distance trips can be problematic. Existing trip diaries may underrepresent long distance trips. If underrepresentation of long distance trips occurs, it may be necessary to use a separate section/data collection aimed at long distance trips. 72 Guidelines on Passenger Mobility Statistics

75 Annex 3 much distance was covered in the stage 28. Starting stage (on foot) On foot min..km m 2 nd stage - Passenger car (private or leasing) - Passenger car (shared service or taxi) - Motorcycle/moped - Bus/coach - Metro/tram - High speed train - Regular train - Urban rail (metro, s-bahn, RER, etc.) - Cycling - Walking - Airplane - Water mode - Other : 3 rd stage - Passenger car (private or leasing) - Passenger car (shared service or taxi) - Motorcycle/moped - Bus/coach - Metro/tram - High speed train - Regular train - Urban rail (metro, s-bahn, RER, etc.) - Cycling - Walking - Airplane - Water mode - Other : 4 th stage - Passenger car (private or leasing) - Passenger car (shared service or taxi) - Motorcycle/moped - Bus/coach - Metro/tram - High speed train - Regular train - Urban rail (metro, s-bahn, RER, etc.) - Cycling - Walking - Airplane - Water mode - Other : min min min..km m..km m..km m Final stage On foot min..km m Hour of departure.. h. min 28 The first and last stage is always indicated to be on foot, indicate with 0 if you depart by car from your personal garage or park immediately at, for example, your work location. Guidelines on Passenger Mobility Statistics 73

76 Annex 3 Trip companions for passenger cars - Children (how many) : - Other persons (how many) :. Origin (postal code, country) Destination (postal code, country) Trip purpose Hour of departure.. - Work - Education - Shopping - Personal business - Professional - Leisure - Other :.. h. min Trip 2 Please fill in, for each of the stages of the trip, what mode you used, how much time the stage took and how much distance was covered in the stage 29. Starting stage (on foot) On foot min..km m 2 nd stage - Passenger car (private or leasing) - Passenger car (shared service or taxi) - Motorcycle/moped - Bus/coach - Metro/tram - High speed train - Regular train - Urban rail (metro, s-bahn, RER, etc.) - Cycling - Walking - Airplane - Water mode - Other : 3 rd stage - Passenger car (private or leasing) - Passenger car (shared service or taxi) - Motorcycle/moped - Bus/coach - Metro/tram - High speed train - Regular train - Urban rail (metro, s-bahn, RER, etc.) - Cycling - Walking - Airplane - Water mode - Other : min min..km m..km m 29 The first and last stage is always indicated to be on foot, indicate with 0 if you depart by car from your personal garage or park immediately at, for example, your work location. 74 Guidelines on Passenger Mobility Statistics

77 Annex 3 4 th stage - Passenger car (private or leasing) - Passenger car (shared service or taxi) - Motorcycle/moped - Bus/coach - Metro/tram - High speed train - Regular train - Urban rail (metro, s-bahn, RER, etc.) - Cycling - Walking - Airplane - Water mode - Other : min..km m Final stage On foot min..km m Hour of departure Trip companions for passenger cars.. h. min - Children (how many) : - Other persons (how many) :. Such a document needs to be completed for every trip. Section 4: Additional individual mobility questions In this section, additional questions may be asked to learn more about the mobility behaviour of the individual respondent, insofar that they are relevant or pertinent to understand the mobility situation. Examples are: Overall description of mobility habits over a period of a year o o o o Estimated frequency of use of modes (pedestrian, bike, moped, car, ) Estimated frequency of use of different public transport alternatives (bus, tram, train, ) Driving license Barriers for use of modes Subjective valuations of the quality of transport etc. Guidelines on Passenger Mobility Statistics 75

78 Annex 4 Annex 4: Differences and similarities between member states data collection practices and collected passenger mobility indicators Overview of collected information for relevant parameters and variables In this section, an overview is presented of the information that was available from different data collection actions (NTS, census, etc.) that were completed in the Member States over the past two decades. Information is presented in the format of tables, with each table presenting information on relevant aspects related to survey methodology and specific parameters that are used to group data (i.e. age, vehicle type, etc.). Each table is built in a similar way, and information is only presented for those countries where relevant information was reported: 1. The first section presents information on the way that particular aspect is dealt with in the respective data collection actions. Member States are grouped in five blocks (note 1 : only countries for which such a data collection activity was present and detailed information was included are mentioned; Note 2 : a country can be present in multiple blocks if different data collection actions are undertaken). Countries are marked with their respective block number : o o o o o A first block contains countries that have reported a yearly or continuous data collection. This block contains: Bulgaria, Denmark, Estonia, Germany, the Netherlands, Romania, Slovakia, Sweden and the United Kingdom. A second block contains countries that have reported a data collection periodicity of more than one, but less than 5 years. This block contains: Cyprus, Latvia, Norway and Spain. A third block contains countries that have reported a data collection periodicity between five and nine years. This block contains: Finland, Hungary, Switzerland, Turkey and Germany. A forth block contains countries that have reported a data collection periodicity of 10 years or more. This block contains: Belgium, the Czech Republic, France and Liechtenstein. A fifth block contains countries that have reported no data collection periodicity. This block contains: Austria, Ireland, Portugal and Italy. 2. The second section presents information on the most common used method, grouping, etc. a possible overall solution based on the available grouping, a harmonization method proposition and up to three different propositions for grouping. These will be used as an introduction for discussions during the Task Force meeting. The harmonization methods proposed are presented in the previous paragraph. The most easily defined harmonisation method is presented in the tables. Guidelines on Passenger Mobility Statistics 76

79 Annex 4 The following tables are presented: 1. General survey design information : o The collection method used and sample size. o The survey period and periodicity. o The travel diary type used. o The survey population. 2. Urban mobility indicators o Travel distance information (incl. grouping) o Travel time information (incl. grouping) o Geographical information (incl. grouping) o Travel purposes. o Use of different vehicle types and modes 3. Medium distance mobility indicators o Travel distance information o Travel purposes o Use of different vehicle types and modes o Travel time 4. General indicators o Demographical information collected. 5. Technical traffic indicators o Information on the technical aspects of vehicles (technology used). o Information on the emissions linked to the vehicles. Some elements do not pose major problems towards harmonization, a certain number of elements however do. As far as the survey methodology is concerned, this is in particular the case when looking at the time period for which data is collected and periodicity. Up to a lesser extent this may also be the case when non-reported parameters influence the response rate or validity of the chosen sample for the entire population. As far as particular indicators and variables are concerned for which information is collected, and looking at the main objectives posed (i.e. supporting EU transport policies), this is mostly the case when looking at vehicle types, vehicle technical information, geographical coding and grouping, travel purposes coding and grouping, and respondent age coding and grouping. Guidelines on Passenger Mobility Statistics 77

80 Annex 4 PART 1: Urban and short distance mobility Table 1: General survey design information in relation to the survey period and periodicity Country Bulgaria (I) Denmark (I) Estonia (I) Germany (MOP, I) Netherlands (I) Romania (TPR, I) Romania (UPT, I) Slovakia (I) Slovakia (I) Slovakia (I) Survey name Survey frequency Latest known survey *) Years covered Sweden (I) RVU Sverige continuous United Kingdom (I) Reference period Day of a week National travel survey on Quarterly Quarter quarterly passenger traffic 2010 year buses and coaches National travel 365 days of continuous 2011 from day survey (TU) the year Use of passenger April - July yearly cars day Deutsches Annually Annually since Mobilitätspanel yearly 7 days since (MOP) Dutch travel continuous survey (OViN) day Weekday Transport of passengers by quarterly days road Urban public yearly transport quarter Annual survey of passenger yearly year transport Annual survey of passenger transport by bus yearly 2010 via territory of Slovakia Quarter sampling one quarter quarterly survey of trips in day for short distance Whole 30 days for week >100km 60 days for >300km National travel survey (NTS) continuous days 365 days of the year Cyprus (II) Latvia (II) Norway (II) Spain (II) Short distance passenger mobility survey Mobility survey of Latvian population Norwegian personal travel survey Movilia mobility) (daily once in 2007, 2008 and years May - July 2009 September - October day 4 years day October - November day for short distance travel One working day and a weekend Specific days of the week Any day of the week Any day of the week 78 Guidelines on Passenger Mobility Statistics

81 Annex 4 Finland (III) Hungary (III) Romania (TPC, III) Finish national travel survey Passenger mobility survey Transport by passenger cars Switzerland (III) Microcensus on Travel Behaviour Passenger Turkey (III) mobility Survey Mobilitaet in Germany (MiD, Deutschland III) (MiD) 5 years June may day for short distance 2 weeks for >100km car trips 4 weeks for >100km other mode trips 365 days of the year 5 years hours Weekday 1 working day & 1 weekend day for 5 years short distance (<50km) 1 month for long distance (>50km) Weekday 5 years day 365 days of the year 5 years days whole week & day 365 days of the year Belgium (IV) Czech Republic (IV) France (IV) Liechtenstein (IV) Belgian Daily Mobility (BELDAM) Population and housing census French national travel survey 10 years December November 2010 before years day years day for short travel 1 week for longdistance travel 1 day for short distance 3 months for long distance Census 10 years hours Weekday Austria (V) Ireland (V) Mobilitätserhebun g österreichischer Haushalte (MÖH) National survey travel irregular September - December day for daily trips 14 days for trips > 50km hours Weekday (autumn) Guidelines on Passenger Mobility Statistics 79

82 Annex 4 Portugal (V) Portuguese medium and long distance mobility survey once May - June 1998 Italy (V) AUDIMOB Most common Range Preferred solution Post harmonisation EU TRANSPORT policy need recommendation Option 1 yearly Harmonisati on issues may exist in the sense that comparabilit y is only guaranteed, as far as time is concerned, when overlapping time frames are used as reference periods. 2 months 1 day - 7 days - 1 month - 1 quarter - 1 year As up-to-date as possible to avoid under- or overrepresentati 1 day on of specific population groups. Optimal solution for EU TRANSPORT policy needs Yearly data collection Use of the same reference period for data collection. Weighting of days (according to weekdayweekend and holidaynonholiday) Any day of the week weekday, weekend Monday, Tuesday, Wednesday Option 2, Thursday, Friday, Saturday, Sunday *) Based on Eurostat previous projects Table 2: General survey design information in relation to the collection method used and sample size 80 Guidelines on Passenger Mobility Statistics

83 Annex 4 Member state collection Sampling base Sample size Sampling method method Bulgaria (I) postal Administrative register of enterprises licensed for passenger transport Stratified sampling Denmark (I) internet National population Stratified random telephone register (geographical, age & gender) Estonia (I) CAPI Census % stratified sampling individuals (households by county group) Germany (MOP, I) Postal, webbased Random digital Appr since dialling individuals on 2013 a yearly basis Netherlands (I) CAWI Address database CAPI individuals CATI Romania (TPR, I) postal Business register 999 transport companies Romania (UPT, I) face-to-face individuals Slovakia (PT, I) postal List of organisations with more than 20 employees with main activity in transport Slovakia (PTB, I) postal List of organizations with license of transport by bus Slovakia (QS, I) face-to-face Census individuals Sweden (I) postal National population CATI register individuals Internet United Kingdom CAPI Postcode address file (I) addresses (households) 50% 2-phase sampling Stratified random (household type & car ownership) Stratified random Stratified sampling of business units (economic activity & number of employees) Two-stage sampling Stratified sampling (gender and region) Stratified random (geographical) Multistage sampling (1. stratified sampling, 2. systematic sampling) Cyprus (II) face-to-face Census 1056 households, 2410 individuals Latvia (II) face-to-face households Norway (II) telephone National population Spain (II) postal PAPI register Municipal population census individuals individuals (short distance) individuals (long distance) Stratified sampling (household density) Stratified random sampling uniform random Stratified random (geographical & household size) Finland (III) CATI National population Stratified random register (geographical, age & gender) Hungary (III) face-to-face total population households Stratified sampling Romania (TPC, face-to-face EMZOT master Stratified, multistage and Guidelines on Passenger Mobility Statistics 81

84 Annex 4 III) sampling frame based on 2002 population and housing census dwelling systematic sampling Switzerland (III) CATI Census individuals Turkey (III) CAPI dwellings Germany (MiD, Communal III) registration offices Belgium (IV) postal CATI National register households, individuals Census Czech Republic postal (IV) France (IV) CAPI Census + new dwelling individuals Liechtenstein (IV) postal Census register individuals Stratified random (geographical, age & gender) Two-stage stratified (rural/urban) cluster sampling Stratified random (geographical) Stratified random (geographical & household size) Stratified random (geographical & car ownership) Austria (V) postal face-to-face Selected municipalities, Austrian residents, voting registry Ireland (V) CATI Post geo-directory used to generate sample frame of addresses households, individuals individuals Systematic sampling (1. predefined selection of communities, 2. random selection of households Multistage sampling Portugal (V) CAPI Frame of addresses Italy (V) Telephone register Stratified random (geographical, age & gender) Most common Range Preferred solution stratified random sampling is most often used Slight preference for stratified random sampling, but this depends on the sampling base used. 82 Guidelines on Passenger Mobility Statistics

85 Annex 4 Table 3: Information on the travel diary type used Member state Denmark (I) Estonia (I) Germany (I) Type of questionnaire in daily mobility Trips of a specific predefined day. Telephone interview with memory jogger, a simplified trip diary form sent in advance Paper and pencil trip diary or web diary for 7 days a week Type of questionnaire in long-distance trip Telephone interview with memory jogger, a simplified trip diary form sent before survey Trip-based/activitybased trip-based Activity-based Netherlands (I) Diary for a pre-defined day trip-based Sweden (I) Memory collection with memory Data collection with trip-based jogger sent in advance memory jogger United Kingdom (I) Interview: household, individual By memory Stage/trip based and vehicle questionnaires, within 6 days of end of the Travel Week. retrospectively + 7-day diary Diary : 7-day travel diary (each individual in household) Norway (II) Spain (II) Trips on a specified day Week day before + 1 weekend day by memory Collection by memory (diary provided in the advance letter) Data collection by memory trip-based trip-based trip-based Finland (III) Stage diary Data collection by memory Switzerland (III) Turkey (II) Computer Assisted Telephone Computer Assisted Interviews based on memory Telephone Interviews jogger based on memory jogger Germany (III) Diary for a pre-defined day By memory full description of LAST long-distance trip stage-based trip-based activity-based Belgium (IV) Czech Republic (IV) France (IV) Post-harmonisation EU TRANSPORT policy need recommendation Option 1 Option 2 Trip of the day before. The survey day is predefined Trips of the day before and of the last week end day by memory Trips of the day before 3 months by memory + 3 months selfadministered with memory jogger. Trips of the day before and of the trip-based last week end day by memory Optimal form possible of post-harmonisation not relevant not relevant Reworking towards tripbased distances. Optimal solution for EU TRANSPORT policy needs trip-based stage-based, allowing for merger into trip-based Guidelines on Passenger Mobility Statistics 83

86 Annex 4 Tables 4 & 5: Information on the survey population (sample age: lowest age, highest age) Member state Lowest age Netherlands (I), Romania (TPR, I), United Kingdom (I), no lower limit Cyprus (II), Spain (II), Hungary (III), Turkey (III), Germany (UK : <11 years by proxy information) (MiD, III), Czech Republic (IV) Estonia (I), Romania (UPT, I), Slovakia (QS, I), Liechtenstein 15 (IV), Portugal (V) Sweden, (I)Finland (III), Switzerland (III), Belgium (IV), 6 France (IV), Austria (V) Denmark (I), Germany (MOP, I) 10 Norway (II) 13 Latvia (III) 5 Italy (V) 14 Ireland (V) 18 Most common Range no lower limit - 18 Most common solution No lower limit Post harmonisation Immediate harmonisation may be possible by using the most common denominator in minimum age: 18. However, this does present a more limited dataset. EU TRANSPORT policy need recommendation Option 1 no lower limit Option 2 15 and over Option 3 6 and over Member state Highest age Germany (MOP, I), Netherlands (I), Romania (TPR, I), Romania (UPT, I), Slovakia (QS, I), United Kingdom (I), Cyprus (II), Norway (II), Spain (II), Finalnd, III), Hungary no upper limit (III), Latvia (III), Switzerland (III), Turkey (III), Germany (MiD, III), Belgium (IV), Czech Republic (IV), France (IV), Liechtenstein (IV), Austria (V), Ireland (V), Portugal (V) Denmark (I), Sweden (I) 84 Estonia (I) 74 Italy (V) 80 Most common Range 74 - no upper limit Most common solution No upper limit Post harmonisation Post harmonisation aimed at the common denominator (74 y.o.) EU TRANSPORT policy need recommendation Option 1 no upper limit Option 2 80 and over 84 Guidelines on Passenger Mobility Statistics

87 Annex 4 Tables 6 & 7: Age grouping and collection Member state Age grouping Netherlands (I) 0-12, 12-15, 15-18, 18-20, 20-25, 25-30, 30-40, 40-50, 50-60, 60-65, 65-75, >75 Slovakia (PT, I) 15-24, 25-44, 45-64, >65 United Kingdom (I) 16-18, 19-25, 26-30, 31-40, 41-50, 51-60, 61-70, 71-80, >80 Cyprus (II) <14, 14-17, 18-25, 26-50, 51-65, >65 Latvia (II) 6-18, 19-24, 25-50, 51-61, >61 Spain (II) <14, 15-29, 30-39, 40-49, 50-64, >65 Finland (III) 6-17, 18-34, 35-54, 55-64, >65 Hungary (III) 0-14, 15-24, 25-44, 45-64, >65 Belgium (IV) 0-12, 13-18, 19-59, Ireland (V) 18-24, 24-34, 35-44, 45-54, 55-64, >65 Italy (V) 14-29, 30-45, 46-64, Most common Range High variability (no single fit) Post harmonisation Preferred method: collection of raw data and reworking towards continuous spectrum. EU TRANSPORT policy need recommendation Option 1 <15, 16-19, 20-29, 30-39, 40-49, 50-59, 60-69, 70-79, >80 Option 2 continuous grouping Member state Age collection scale Denmark (I), Germany (MOP, I), Netherlands (I), Romania (I), Slovakia (PT, I), Sweden (I), United Kingdom (I), Cyprus (II), Latvia (II), Norway (II), Spain (II), Finland (III), Hungary (III), Switzerland Continuous scaling (III), Turkey (III), Germany (MiD, III), Belgium (IV), France (IV), Austria (V), Ireland (V), Portugal (V), Italy (V), Lithuania (V) Bulgaria (I), Estonia (I), Slovakia (PTB, I) Grouping Most common Preferred solution Continuous scaling EU TRANSPORT policy need recommendation Option 1 Continuous scaling Guidelines on Passenger Mobility Statistics 85

88 Annex 4 Tables 8, 9, 10 & 11: Information on travel distance information collected (pkm, vkm, occupancy rate, stage information) Member state Passenger km Bulgaria (I) yes Netherlands (I), Sweden (I), United Kingdom (I), Cyprus (II), Finland yes (can be estimated based on trip (III), Hungary (III), Germany (MiD, III), Belgium (IV), France (IV), length information) Italy (V) Slovakia (PT, I), Latvia (II), Spain (II), Ireland (V) no Most common Pkm is mostly collected or can be Range estimated through trip length information Solution Estimate through trip length information Post-harmonisation Use of pkm, if necessary through estimation of vkm & vehicle occupancy rates EU TRANSPORT policy need recommendation Option 1 Direct collection Option 2 Estimate through trip length information Member state Germany (MOP, I) Sweden (I), United Kingdom (I), Hungary (III), Germany (MiD, III), Belgium (IV), France (IV) Netherlands (I), Slovakia (PT, I), Cyprus (II), Latvia (II), Spain (II), Finland (III), Ireland (V), Italy (V) Post-harmonisation EU TRANSPORT policy need recommendation Option 1 Option 2 Vehicle km yes yes (can be estimated based on trip length information) no Estimation of vkm, if necessary through estimation of pkm & vehicle occupancy rates Direct collection Estimation through pkm & vehicle occupancy rates Member state Vehicle occupancy rate (passengers) Denmark (I), Germany (MID, I), Netherlands (I), Romania (I), Slovakia (PT, I), Slovakia (PTB, I), Sweden (I), United Kingdom (I), Spain (II), yes Finland (III), Switzerland (III), France (IV), Ireland (V), Portugal (V) Bulgaria (I), Cyprus (II), Latvia (II), Norway (II), Hungary (III), no Germany (MOP, III), Austria (V), Lithuania (V) Belgium (IV) Partially (number of children) EU TRANSPORT policy need recommendation Option 1 Direct collection 86 Guidelines on Passenger Mobility Statistics

89 Annex 4 Member state Denmark (I), Netherlands (I), Sweden (I), United Kingdom (I), Switzerland (III), Belgium (IV) Norway (II), Spain (II), Finland (III), Germany (MiD, III), Italy (V) EU TRANSPORT policy need recommendation Option 1 Collection of stage information Yes No Collect stage information Tables 12 & 13: Information on travel distance information method of grouping. Member state Trip length grouping Sweden (I), United Kingdom (I), Cyprus (II), Spain (II), Finland (III), Hungary (III), Switzerland (III), Continuous scale Germany (MiD, MOP, III), Belgium (IV), France (IV), Italy (V) km, km, km, km, 3.7- Netherlands (I) 5.0km, km, km, 10-15km, 20-30km, 30-40km, 40-50km, >50km <1km, 1-4.9km, 5-9.9km, km, km, 20- Latvia (II) 29.9km, km, km, >50km Ireland (V) <2km, 2-4km, 4-6km, 6-8km, >8km Most common Mostly reporting is possible on a continuous scale, Range although this does not necessarily mean that reports actually present information on such a scale. Continuous scaling, and then rework to distance Solution grouping as suggested below. Post-harmonisation Depending on the level of detail from data collection (which also depends on the technology used for filling in the travel diary) this can range from requesting the most detailed information from the Member States (continuous scale) to specific grouping. Currently, the most useful grouping option is on two levels : (1) Short distance - medium distance - long distance (2) <2km, 2-4km, 4-6km,,6-8km, >8km EU TRANSPORT policy need recommendation Option 1 continuous scaling <2km, 2-5km, 6-10km, 11-15km, 16-20km, 21-30km, Option km, 41-50km, km, km, km. Member state Distance limit for trips Denmark (I), Germany (MOP, I) 30, Netherlands (I), Sweden (I), Norway (II), Finland (II), Germany (MiD, no III), Belgium (IV) United Kingdom (I) Walk trips <1mile (but >50 yards) only on day 7 Spain (II) Daily mobility; >5min for walk trip Switzerland (III) >25 meters (for a stage) Italy (V) >5min for walking trips; <20km trips. >20km trips are not included 30 The MOP does not foresee a trip distance limit in the survey but does do so in the analysis. Guidelines on Passenger Mobility Statistics 87

90 Annex 4 Most common Range Solution Post-harmonisation EU TRANSPORT policy need recommendation Option 1 Most have no distance limits reported. Question is whether this is somehow still reported in the travel diary user manual. Theoretically, it would make sense to propose a lower limit in terms of distance travelled (i.e. 25m). In practice however, it is doubtful that people either (1) report such distances or (2) realise that such a low distance was a trip. Raw data selection (requires either raw data or contact person) to minimum requirement No limit Table 14: Information on time information collected and the method of grouping Member state Information on travel time Denmark (I), Slovakia (PT, I), Sweden (I), Cyprus (II), Norway (II), Spain (II), Finland (III), Hungary (III), Germany (MiD, MOP, III), Romania (TPC, III), yes Switzerland (III), Belgium (IV), Czech Republic (IV), France (IV), Austria (V), Portugal (V), Italy (V), Lithuania (V) 1-5min, 5-10min, 10-15min, 15-20min, 20-25min, 25- Netherlands (I) 30min, 30-45min, 45-60min, 60-90min, min, >120min <15min, 16-20min, 21-30min, 31-40min, 41-60min, United Kingdom (I) >61min <5 min, 5-10min, 11-15min, 16-20min, 21-25min, 26- Latvia (II) 30min, 31-35min, 36-40min, 41-45min, 46-60min, >60min yes (<15min, min, min, min, >60 Ireland (V) min) Bulgaria (I), Estonia (I), Slovakia (PTB, I), Turkey no (III) Most common Mostly, travel time is reported in minutes but with Range varying ranges. Post-harmonisation Preferential : reworking of raw data towards grouping of 1-5min, 5-10min, 10-15min, 15-20min, 20-25min, 25-30min, 30-45min, 45-60min, >60min. If not possible, than common denominator (<15 min, min, min, min, >60min) EU TRANSPORT policy need recommendation <15 min, min, min, min, min, Option 1 >90 min 1-5min, 5-10min, 10-15min, 15-20min, 20-25min, 25- Option 2 30min, 30-45min, 45-60min, 60-90min, >90min 88 Guidelines on Passenger Mobility Statistics

91 Annex 4 Tables 15, 16 & 17: Information on geographical information collected and the method of grouping Member state Origin-Destination information Bulgaria (I), Estonia (I), Netherlands (I), Slovakia (PT, I), Slovakia (PTB, I), Romania (TPC, III), Czech no Republic (IV), Germany (MiD, III) Denmark (I), Sweden (I), United Kingdom (I), Cyprus (II), Latvia (II), Norway (II), Spain (II), Finland (III), Hungary (III), Switzerland (III), Turkey (III), Belgium yes (IV), France (IV), Austria (V), Ireland (V), Portugal (V), Lithuania (V) Most common Mostly, origin-destination information is collected. The format is however not mentioned. This may have Range important repercussions on the accuracy of the distance measurement. EU TRANSPORT policy need recommendation Option 1 Postcode information Other options are : GPS coordinates, map coordinates, Option 2 address) Member state EU TRANSPORT policy need recommendation Option 1 Road type highway, other main road, minor road Member state Area type France (IV), Austria (V) yes, not specified Latvia (II), Germany (MiD, III) no EU TRANSPORT policy need recommendation Option 1 urban, non-urban/rural Option 2 Other, depending on TF discussion under item 4 Table 18: Information on travel purposes Member state Description of travel purposes used for grouping of information Bulgaria (I), Denmark (I) Home, Work, Trade, Shopping, Leisure Estonia (I), Sweden (I), Norway Work, Education, Shopping, Business, Leisure (II), Germany (MiD, III), Romania (TPC, III), (Estonia : combines 'work' & 'business'; Sweden : also includes 'escort' & Switzerland (III), France (IV), 'other', Germany MiD : more detail possible; Switzerland & Norway : also Austria (V), Italy (V), Germany includes "escort"; Italy : also more detailed) (MOP, I) Netherlands (I), Slovakia (I), United Kingdom (I), Spain (II), Provide a more detailed listing than above, but can be reworked towards that Finland (III), Hungary (III), listing. Turkey (III), Belgium (IV), Ireland (V), Portugal (V) Cyprus (II) Work, Education, Shopping, Personal reasons, Leisure, Other Work, Educational institutions, State and municipal institutions, Medical Latvia (II) institutions, Employees business, Personal business, Escort, Other Guidelines on Passenger Mobility Statistics 89

92 Annex 4 Most common Range Solution Post-harmonisation EU TRANSPORT policy need recommendation Option 1 Option 2 Option 3 This is a high level of variability in terms of the level of detail reported. However, in most cases, the level of detail can be brought back to match the initial five categories of "work, education, shopping, business and leisure". A regrouping into a minimum set of travel purposes may be required. In many cases, the detailed categories cause overlap with broader groups. Optimal form possible of post-harmonisation Grouping to common denominator set of "work, education, shopping, business, leisure" Optimal solution for EU TRANSPORT policy needs Work, education, shopping, business, leisure, other Home, work, trade, shopping, leisure Highly detailed listing (including the five base categories, but allowing for more precise purpose identification) Table 19: Information on the use of different vehicle types and modes Member state Description of vehicle types used for grouping of information Denmark (I), Germany (MOP, I), Slovakia (I), Norway (I), Finland (I), Switzerland (III), Walking, cycling, other non-motorised, passenger car, other private motorised, Germany (MiD, III), Romania bus, coach, rail, air, water, other public transport (TPC, III), France (IV), Liechtenstein (IV), Austria (V), Walking/foot, pram/baby buggy, skates/skeelers, vehicle for physically disabled, bicycle, bicycle passenger, motorcycle/scooter, moped (<45kmh), Netherlands (I) moped (<25kmh), car driver, car passenger, bus, touring car/closed bus transport, train, metro, tram, delivery van, truck, camper, taxi, tractor, boat scheduled service, airplane, other Walking, cycling, motorcycle/scooter/moped, car, private bus, taxi, minicab, United Kingdom (I) stage bus, coach/express bus, excursion/tour bus, LT underground, surface rail, light rail, van/lorry, other private transport, air, other public transport Hungary (III) Cycling, motor/motorcycle, taxi/cab, train, subway, bus/coach/tram, car (driver), car (passenger) Belgium (IV) Walking, cycling, motorbike/moped, train, bus, tramway, underground, taxi, car driver, car passenger, other Walking, cycling, motorcycle (driver), motorcycle (passenger), private car Ireland (V) (driver), private car (passenger), bus (CIE/Dublin bus), bus (private operator), rail, Dart/Luas, Taxi/Hackney, Air, Boat/Ship, Van/Lorry (driver), Van/lorry (passenger), other Walking, cycling, motorcycle, passenger car, regular bus, occasional bus, Portugal (V) trolleybus, metropolitan, lift, another train, high-speed train, regular flight, non-scheduled flight, boat (river), boat (marine), other Most common High variability over countries (in particular level of detail changes). Most Range vehicle types and modes can be found. Country-specific detailed vehicle groups are often found. In particular combination of "walking, cycling, other non-motorised, passenger Solution car, other private motorised, bus, coach, rail, air, water, and other public transport" was found. However, may be due to information source formatting. Post-harmonisation Optimal form possible of post-harmonisation Merger towards common denominator (minimum grouping : walking, cycling, passenger car, other private motorised, bus&coach, train, other rail, other) 90 Guidelines on Passenger Mobility Statistics

93 Annex 4 EU TRANSPORT policy need recommendation Option 1 Option 2 Option 3 Option 4 Optimal solution for EU TRANSPORT policy needs Passenger car, motorcycle/moped, bus/coach, metro/tram, train, cycling, walking, other Passenger car, motorcycle, bus, coach, metro, tram, train, moped, cycling, walking, other Walking, cycling, other non-motorised, passenger car, other private motorised, bus, coach, rail, air, water, other public transport Passenger car, taxi/minicab (hired private transport), van/lorry, motorcycle, stage bus, coach/express bus coach, metro, tram, train, moped, cycling, walking, other Table 20: Information on the technical aspects of vehicles (technology used) Member state Netherlands (I), Sweden (I), Cyprus (II), Switzerland (III), Germany (MiD, III), Belgium (IV), France (IV), Austria (V) United Kingdom (I) Most common Range EU TRANSPORT policy need recommendation Option 1 Option 2 Option 3 Description of fuel types used for grouping of information Is asked for in travel diary but no grouping available. Check in raw database if available. Petrol, Diesel, Electric/Battery, LPG, Bi-fuel (petrol/gas), other Some Member States collected information on the fuel type used. No information on categorisation was found. Optimal solution for EU TRANSPORT policy needs Diesel, gasoline, hybrid, fuel cell, E.V., LPG, CNG Diesel, gasoline, diesel-hybrid, gasoline-hybrid, diesel-plugin hybrid, gasoline-plug-in hybrid, bi-fuel, E.V., fuel cell, LPG, CNG Diesel, gasoline, diesel-hybrid, gasoline-hybrid, diesel-plugin hybrid, gasoline-plug-in hybrid, E85 flexi-fuel, LPG/Petrol, CNG/Petrol, Other bi-fuel, E.V., fuel cell, LPG, CNG Table 21: Information on the emissions linked to the vehicles Member state Description of categories of emission standards or similar categorisation, used for grouping of information Most common Range EU TRANSPORT policy need recommendation Option 1 No information on emission standards was available from existing reports/projects. However, estimation may be made based on the vehicle age, working back to the most likely minimum emission standard that should have been met at the introduction year of the vehicle. Optimal solution for EU TRANSPORT policy needs EURO I - EURO VI Guidelines on Passenger Mobility Statistics 91

94 Annex 4 PART 2: Medium and long distance mobility Table 22: Medium & long distance - Information on the distance definitions used Member state Sweden (I), Norway (II), Finland (III), Switzerland (III), Belgium (IV), France (IV) United Kingdom, France (IV) Spain (II) Denmark (I) Turkey (III) Germany (MiD, III) Most common Range Post-harmonisation EU TRANSPORT policy need recommendation Option 1 Definition of long distance >100km (Norway : fly distance; Switzerland : at least on overnight stay; Belgium : not including commuting; France : on road network) >80km (UK : >50 miles travelled within UK, France : fly distance) >= 50km or <50 + one overnight stay No specific definition: trips are reported regardless of their length. Excursions: trips longer than 3 hours and not daily trips. Long distance : journey with at least one overnight stay At least one overnight stay Definitions vary in terms of "the distance number" (50, 80, 100, ) and "the distance definition" (direct line, road network, ). No definition coincides with the currently proposed distance grouping (short distance : 0-299km, medium distance : km, long distance : >1000km) None of the countries use a definition that is similar to the one proposed in the EU White Paper. Optimal form possible of post-harmonisation Use of common denominator : biggest "minimum distance" for data comparison. This is however currently not possible (mostly due to different measurement units : 50 miles vs. 50 or 100km. As a result, the best option would be to request detailed information from Member States and present grouping from that information onwards. Optimal solution for EU TRANSPORT policy needs follow suggested distances : 0-299km (short distance), km (medium distance), >1000km (long distance) Table 23 : Medium & long distance - Information on the type of vehicles used. Member state Description of vehicle types used for grouping of information Denmark (I), Germany (MOP, I), Slovakia Walking, cycling, other non-motorised, passenger car, other (I), Norway (I), Finland (I), Switzerland (III), private motorised, bus, coach, rail, air, water, other public Germany (MiD, III), Romania (TPC, III), transport France (IV), Liechtenstein (IV), Austria (V), Walking/foot, pram/baby buggy, skates/skeelers, vehicle for physically disabled, bicycle, bicycle passenger, motorcycle/scooter, moped (<45kmh), moped (<25kmh), car Netherlands (I) driver, car passenger, bus, touring car/closed bus transport, train, metro, tram, delivery van, truck, camper, taxi, tractor, boat scheduled service, airplane, other Walking, cycling, motorcycle/scooter/moped, car, private bus, taxi, minicab, stage bus, coach/express bus, excursion/tour bus, United Kingdom (I) LT underground, surface rail, light rail, van/lorry, other private transport, air, other public transport Cycling, motor/motorcycle, taxi/cab, train, subway, Hungary (III) bus/coach/tram, car (driver), car (passenger) 92 Guidelines on Passenger Mobility Statistics

95 Annex 4 Belgium (IV) Ireland (V) Portugal (V) Most common Range Solution Post-harmonisation EU TRANSPORT policy need recommendation Option 1 Option 2 Walking, cycling, motorbike/moped, train, bus, tramway, underground, taxi, car driver, car passenger, other Walking, cycling, motorcycle (driver), motorcycle (passenger), private car (driver), private car (passenger), bus (CIE/Dublin bus), bus (private operator), rail, Dart/Luas, Taxi/Hackney, Air, Boat/Ship, Van/Lorry (driver), Van/lorry (passenger), other Walking, cycling, motorcycle, passenger car, regular bus, occasional bus, trolleybus, metropolitan, lift, another train, highspeed train, regular flight, non-scheduled flight, boat (river), boat (marine), other A wide range of vehicles is included in the general questionnaires. Mostly, these also cover relevant modes for medium- and long-distance travel. In the case of medium- and long-distance travel, the selection of modes is relatively limited compared to short-distance travel. In particular the focus on a general selection of "road, rail, air, water" modes and a more refined selection of vehicle types (passenger car, bus/coach, regular train, high-speed train, aircraft, inland waterway vessel, and sea vessel) is more relevant. Optimal form possible of post-harmonisation At present focus on "vehicle type" grouping. Optimal solution for EU TRANSPORT policy needs passenger car, bus/coach, regular train, high-speed train passenger car, bus/coach, regular train, high-speed train, aircraft, inland waterway vessel, sea vessel Table 24 : Medium & long distance - Information on the fuel type used. Member state Description of fuel types used for grouping of information Netherlands (I), United Kingdom (I), Cyprus Is asked for in travel diary but no grouping available. Check in (II), Switzerland (III), Turkey (III), Germany raw database if available. (MiD, III), Belgium (IV), France (IV) Most common Some Member States collected information on the fuel type Range used. No information on categorisation was found. In particular for medium- and long-distance travel, other than the conventional fuel types may be considered. This is largely due to the presence of air and water travel modes. General information Solution is not collected through (for example) the tourism statistics. Rather, we need to consider looking at national reporting of fuel sales (different types) EU TRANSPORT policy need recommendation Option 1 Optimal solution for EU TRANSPORT policy needs Diesel, gasoline, hybrid, fuel cell, E.V., LPG, CNG Option 2 Diesel, gasoline, diesel-hybrid, gasoline-hybrid, fuel cell, E.V., LPG, CNG, Table 25: Medium & long distance - Information on the type of travel purposes for which Guidelines on Passenger Mobility Statistics 93

96 Annex 4 information is collected Member state Description of travel purposes used for grouping of information Bulgaria (I), Denmark (I) Home, Work, Trade, Shopping, Leisure Work, Education, Shopping, Business, Leisure Estonia (I), Sweden (I), Norway (II), Germany (MiD, (Estonia : combines 'work' & 'business'; Sweden : also III), Romania (TPC, III), Switerzland (III), France includes 'escort' & 'other', Germany MiD : more detail (IV), Austria (V), Italy (V) possible; Switzerland & Norway : also includes "escort"; Italy : also more detailed) Netherlands (I), Slovakia (I), United Kingdom (I), Provide a more detailed listing than above, but can be Spain (II), Finland (III), Hungary (III), Turkey (III), reworked towards that listing. Belgium (IV), Ireland (V), Portugal (V) Cyprus (II) Work, Education, Shopping, Personal reasons, Leisure, Other Work, Educational institutions, State and municipal Latvia (II) institutions, Medical institutions, Employees business, Personal business, Escort, Other Most common This is a high level of variability in terms of the level Range of detail reported. However, in most cases, the level of detail can be brought back to match the initial five categories. The inclusion of an "other" category may be Solution considered. In the case of long-distance travel, it may be better to limit to work/business and leisure (including holiday) Post-harmonisation Optimal form possible of post-harmonisation Grouping to common set of denominators "work/business" and "leisure (holiday)". The latter may be difficult since it assumes that the leisure category is sufficiently detailed filled in. This is not necessary the case. Combination with travel modes may work for air and water, but not for rail and road. EU TRANSPORT policy need recommendation Optimal solution for EU TRANSPORT policy needs Option 1 Personal/professional Option 2 Work, education, shopping, business, leisure, other Table 26: Medium and long distance Information on the travel time Member state Information on day and time of day Latvia (II), Switzerland (III), Austria (V) yes Most common Range Day information is standard available. Time of day information is mostly not reported. EU TRANSPORT policy need recommendation Optimal solution for EU TRANSPORT policy needs Option 1 weekday - weekend day 94 Guidelines on Passenger Mobility Statistics

97 Annex 4 Tables 27, 28, 29 & 30: Information on demographical information collected Member state Gender Denmark (I), Germany (MOP, I), Netherlands (I), Slovakia (PT, I), Sweden (I), United Kingdom (I), Cyprus (II), Latvia (II), Norway (II), Spain (II), Finland (III), Hungary (III), Romania (TPC, III), yes Switzerland (III), Turkey (III), Germany (Mind, III), Belgium (IV), France (IV), Austria (V), Ireland (V), Portugal (V), Lithuania (V) Bulgaria (I), Estonia (I), Slovakia (PTB, I) no EU TRANSPORT policy need recommendation Option 1 Collect information Member state family status & composition Denmark (I), Germany (MOP, I), Netherlands (I), Slovakia (PT, I), Sweden (I), United Kingdom (I), Cyprus (II), Latvia (II), Norway (II), Spain (II), Finland (III), Hungary (III), Romania (TPC, III), yes Switzerland (III), Turkey (III), Germany (MiD, III), Belgium (IV), France (IV), Austria (V), Ireland (V), Portugal (V), Lithuania (V) Bulgaria (I), Estonia (I), Slovakia (PTB, I) no EU TRANSPORT policy need recommendation Family status & composition should no Option 1 longer be used. "Household composition" is preferred Member state Denmark (I), Germany (MOP, I), Netherlands (I), Slovakia (PT, I), Sweden (I), United Kingdom (I), Cyprus (II), Latvia (II), Norway (II), Spain (II), Finland (III), Hungary (III), Romania (TPC, III), Switzerland (III), Turkey (III), Germany (MiD, III), Belgium (IV), France (IV), Austria (V), Ireland (V), Portugal (V), Lithuania (V) Bulgaria (I), Estonia (I), Slovakia (PTB, I) EU TRANSPORT policy need recommendation Option 1 Employment status or occupation yes no Collect information Member state car ownership Estonia (I), Germany (MOP, I), Netherlands (I), Sweden (I), United Kingdom (I), Cyprus (II), Norway (II), Spain (II), Finland (III), yes Romania (TPC, III), Switzerland (III), Germany (MiD, III), Belgium (IV), France (IV), Austria (V), Portugal (V), Lithuania (V) Bulgaria (I), Denmark (I), Slovakia (PT, I), Slovakia (PTB, I), Latvia no (II), Hungary (II), Ireland (V) EU TRANSPORT policy need recommendation Option 1 Collect information Guidelines on Passenger Mobility Statistics 95

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