Intermodality with public transport

Summary

Brescia wants to improve conditions for intermodal travel in order to increase use of public transport and cycling. Several new scenarios simulate the integration between the new local public transport network and P&R service, providing useful information that will lead to an upgraded intermodal transport system.

Implementing sustainable mobility

Currently, Brescia public transport is mainly based on its existing bus fleet and does not offer other transport options, meaning that intermodality is provided. In addition, almost all bike city trips do not include other transport modes, critically limiting combined bike-bus travel over large distances. Intermodality is used only for suburban trips involving only the train station and the main bus station, which are located in the same place. This results in a very congested area creating a difficult and uncomfortable shift in modal transport.

This measure mainly consisted in research studies and demo activities that as a precursor to the launch of the Brescia metro line, opened in 2013. The integration of several innovative systems: bike-sharing network, automatic light metro line, train and bus services is one of the measure's most innovative aspects.

Another innovative aspect of the measure involved the use of different modelling techniques (macro and micro) to define strategic choices about the future public transport network. This methodological approach aimed to support the reorganisation of the local public transport once the new metro line is launched. The macro-simulation regarded the new public transport network scenarios, while the micro-simulation evaluated the quality of public spaces close to the new metro stations.

Progress

The implementation of the macro-simulation revealed different scenarios which aimed to reorganise the PT network in order to magnify the positive effects brought by the new metro line. These simulation activities produced new local public transport scenarios, called K, B, and B*, that were progressively developed and refined under the following hypotheses:

• Scenario K (radial line PT network) involved bus lines serving the outskirts residential areas, short trips and terminus at the metro stations;
• Scenario B (diametric line PT network), involved long-haul bus lines to directly connect outskirts areas set at opposite sides of the city providing also possible transfers to the metro line;
• Scenario B* – that was the final chosen solution – was a refinement of the scenario B (intermediate scenario).

The micro-simulation activities focused on the quality of public spaces just outside the metro stations. The model showed that several road safety issues can affect pedestrians at crossings, particularly near roundabouts. Therefore, a checklist was elaborated to evaluate the level of service for each foreseen public transport stop. An ideal, safe position for each public transport stop is also crucial for attracting new public transport users.

Outcomes

The scenarios helped simulate the integration between the new local public transport network and P&R service, providing useful information about transfer point parking lot capacity and the number of potential users. Users with special needs have also been integrated into the plan in order to develop a high quality public transport network. The measure implementation has allowed to detect and describe a replicable methodological approach, as regards the re-organization of LPT network in presence of an innovative means of transport, as the new metro line.