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- Report n°6: Urban Public Transport
Report n°6: Urban Public Transport
User response
To evaluate the impact of TEOR's entry into service on the network's popularity, allowances must be made for restructuring. For certain sections of TEOR, there was no previous offer but certain pre-existing sections were modified or eliminated altogether. The number of trips was therefore calculated by regrouping neighbouring lines serving the same urban areas. These groups of lines correspond to TEOR 1, TEOR 2 and TEOR 3 (designated in the framework of a study by TCAR, the Rouen urban transport authorities, and were the subject of a comparison for 1999-2003 (table 9). Journeys have also been compared to vehicles/kilometres (table 10).
Generally speaking, the increase in the number of journeys with TEOR, measured between the reference situation in 1999 and the year 2003, was close on 6% for two branches (T1 and T2) and a little over 30% on T3. In absolute values, this represents nearly 1.2 million extra journeys. The only notable change in the environment of the lines was the transfer of the Mont-Saint-Aignan law school campus to the "ville basse" area, along the TEOR common trunk.
This evolution can be compared to the results recorded for the rest of the network. The metro has stagnated, but no significant modification was done to it to improve the transport offer when parts of it became operational on successive occasions. The other bus lines, which did not benefit from any major improvement, registered a drop of nearly 7% in the number of journeys. In absolute values, this represents 446,000 journeys. The general increase on the network as a whole was therefore due exclusively to the growth on the groups of TEOR lines: i.e. 1.2 million journeys to be compared to the loss of 446,000 journeys on the rest of the network.
To be more specific regarding TEOR's contribution to the network, a comparison over the same time periods of the number of journeys before and after TEOR's entry into service for two of its three branches. On both these routes, the history of the restructuring of the lines is easy to trace, so that developments in ridership can be identified.
For TEOR 2, there are two lines running in parallel to the exclusive right-of-way, serving the same urban "extension" for one of them and coming from the second ring of suburbs for the other. Both were fed to TEOR, at the western end of the common trunk.
Before the advent of TEOR, in 1999, these two lines accounted for 1,531,000 journeys. After TEOR entered the scene, they dropped to 939,000 journeys. The number of journeys on TEOR 2 rose in 2003 to 2,698,000. The extra journeys therefore number 1,167,000. However, it is difficult to measure the actual proportion of new passengers, beyond those who used to travel on the bus lines and now use TEOR 2. This is because of the common trunk and the TEOR 2 terminus which is not in the city centre, but much further east. This very rough comparison cannot therefore replace a tally of validations per station.
For TEOR 3, the before-and-after comparison is easier. Before entry into service, two lines served a highly populated but very outlying district. One of them was replaced by TEOR, the other one was cut and fed into the western end of the TEOR common trunk. On this remodelled line, the number of passengers dropped from 64,000 to 33,000. On the other line, which became TEOR 3, it rose from 1,280,000 to 1,756,000, i.e. a global gain for the Canteleu service of 445,000 journeys, i.e. 33%.
Table 9. Offer in vehicles-kilometres before and after entry into service of TEOR
Groups of lines |
Vehicles-kilometres in 1999 (1) |
Vehicles-kilometres in 2003 |
Progression |
| TEOR | 4,628,100 | 4,926,500 | +6.4% |
|---|---|---|---|
| "metro" | 1,428,430 | 1,427,270 | -0.08% |
| Other bus lines | 4,597,890 | 4,952,980 | +7.72% |
(1) In 1999, these were lines replaced and remodelled by TEOR in 2003.
Table 10. Journeys before and after entry into service of TEOR
Groups of lines |
Journeys in 1999 (1) |
Journeys in 2003 |
Progression |
| TEOR | 13, 919,700 | 15,108,700 | +8.5% |
|---|---|---|---|
| "metro" | 15,303,400 | 15,232,700 | -0.5% |
| Other bus lines | 6,573,400 | 6,127,700 | -6.8% |
(1) In 1999, these were lines replaced and remodelled by TEOR in 2003.
Table 11. Journeys/vehicles-kilometres before and after entry into service of TEOR
Groups of lines |
Journeys/vehicles-km in 1999 (1) |
Journeys/vehicles-km in 2003 |
Progression |
| TEOR | 2,75 | 2,99 | +8.7% |
|---|---|---|---|
| "metro" | 10,71 | 10,67 | -0.4% |
| Other bus lines | 1,43 | 1,24 | -13.5% |
(1) In 1999, these were lines replaced and remodelled by TEOR in 2003.