Los análisis de Frey, la discusión del concepto de utilidad y del proceso de toma de decisiones; los atributos

Inter-modal public transport interchange occurs when people transfer between modes (commuter rail, metro, light rail, bus, taxi, coach, air, waterborne services, etc.). Delivery of simpler, more convenient and better quality transport interchange is an essential element of improved integration. As this is achieved, journeys by public transport become faster, easier, safer, more reliable and enjoyable.

Every journey entails an interchange, if we include the walk from the customer’s home to and from the nearest public transport stop. A very high percentage of passengers pass through several transport interchange points every day. The quality of such hubs is decisive elements in determining people’s transport-related choices.

That is why it is vital that interchange and transfer points between modes be optimised by making them maximally functional and pleasant. In fact, interchanges can be viewed as focal points in their urban environment. Accordingly, each interchange point must be regarded as a unique case that takes account of local opportunities and constraints and requires thorough groundwork and planning. This asks for different levels of integration and cooperation between several transport operators and service providers and entails building many partnerships which determine the quality of the service ultimately offered to travellers.

The implementation of a transport interchange must result in the users’ total journey time being less than it would be if the interchange did not exist. The design criteria to be adopted must seek to avoid or reduce the disadvantages the transfer or break point may generate. The main important factors of success and innovation are gathered in the following requirements:

• Location and urban integration

The location of an interchange within an integrated transport system must pursue the following objectives: to connect the feeder modes (generally buses and private vehicles) with the transport system’s structuring modes (metro, light rail and commuter rail), and to

maximise access to trip-attracting centres, increasing the number of opportunities

(economic, business, work, leisure, etc.) accessible through the transport system and the convenience of reaching them. In this respect, it is worth considering the possibility of setting major trip-attracting centres (university, hospital, offices, shopping centres, etc.) in the vicinity of the interchange.

The interchange is located in an urban environment into which it must be integrated functionally and aesthetically. From a functional point of view, the interchange station

must: resolve the connection between the street network around the interchange and other public transport services nearby; reduce the conflicts between access/dispersion flows and “passing by” flows; and facilitate access to the interchange, especially for pedestrians.

• Integration of different modes and mobility demands

Due to its high capacity, the rail network (metro and commuter railway) is the main mode of transport in cities. It should be the capillary network through which metropolitan mobility

in the city is channelled, complemented by the urban bus network. Therefore, interchanges must offer good access to the metro and to the urban bus network.

But also a very important factor in an interchange is to offer different types of mobility

solutions in an integrated manner, not only through the various modes of public transport but also through complementary modes or mobility services (including

pedestrians, bikes, park&ride, kiss&ride, car sharing, etc.), trying to adapt to users demand and promoting a more sustainable transport.

• Reduce transfer time

The fundamental design criterion for ensuring that an interchange is regarded as such is

minimising the transfer time between modes, which can be considered practically

equivalent to minimising the distance and time which the user must cover when changing from one mode of transport to another.

Together with the physical disposition and integration of modes, an important factor in reducing transfer time is the availability of information and the ticketing system. Looking for information or lack of it in case of breakdown is actual loss of time, even worse because is perceived as very negative by the user. This can be avoided with good signalling and effective multimodal real time information systems.

The journey time also includes the time it takes to purchase and validate the transport ticket. Ticket issue and validation systems must facilitate ticket purchase and

validation by making the process quicker and more convenient.

• Information and signalling

In order to ensure this functional viability of intermodality, a medium of rapid and

efficient data and information exchange is required. This medium must offer the user

a comfortable environment in which he perceives safety, speed and integration in the modes of transport through clear, intuitive, easy-to-find, efficient and, above all, coherent information.

This information must make the traveller feel that he is making a single trip which, in spite of being divided into stages, does not seem to consist of several unconnected journeys which just happen to coincide in the interchange. The traveller, the end user of the interchange, should choose public transport instead of private transport, and therefore he must perceive a quality, rapid, easy and comfortable service.

• Quality of waiting areas and environment

One of the main factors of success of an interchange from the user’s point of view is based on his perception of a single space whose functionality is easy to understand and whose environmental characteristics make for a pleasant stay.

In this respect, the design of diaphanous spaces is considered to be very important, with visual connections that allow the whole interchange to be perceived, and with references, such as natural light, that allow users to get their bearings. As soon as the

user enters the interchange, he must know where he is and sense where he has to go. The signage used must be complete, uniform and easy to interpret.

Environmental quality is achieved through ventilation (pollutant gases must be extracted

near their source), temperature and noise control (with conditioned waiting areas). This is a very important aspect when the interchange is underground, such that it may well determine its future success, especially if it is used intensively by both travellers and vehicles.

• Accessibility

Likewise, the elements necessary for the accessibility of all groups of users (people with reduced mobility, occasional users, etc.) must be considered when designing the infrastructure. The accessibility measures to undertake in an interchange station cover a range of different aspects and their objective is to integrate them from the vey

beginning of the design process. Such aspects include the design of the building,

furniture, signalling, evacuation, specific measures for visually impaired, etc.

• Other services

The subjectively perceived waiting time can also be reduced if the wait or transit in the interchange is made more pleasant. Thus, a library or book-lending service, cafeterias, shopping and/or leisure area, baggage store, etc. can promote the use of the interchange not only as a part of the transport network, but also as a place of interest in the city.

The provision of complementary services (such as information points, shopping area, toilets, etc.) that give an added value to the use of the interchange is important, since continued use reinforces the feeling of security and can contribute to a reduction of time loss feeling.

• Operating needs

Firstly, the entrances to the interchange need to be well connected to the corresponding lines, seeking, whenever possible, to reduce journey times in relation to non-interchange solutions. In this sense, tunnels entering in the interchange to avoid congested areas

in the surroundings reduce significantly the journey time, causing a benefit for

travellers and operators.

The transport service provider and its operation needs must also be considered when designing a good interchange. In this respect it is necessary to try to reduce the operating costs of the modes of transport that operate in it.

• Interchange management and operation

The management of the interchange, a task performed by the different authorities involved, is a crucial aspect for its day-to-day operation. This is another aspect which needs to be considered thoroughly, and includes the need to create the figure of

interchange manager, with responsibilities vis-à-vis the operators and users, and with

The User-Oriented Services Plan takes shape to ensure a rapid, accessible and comfortable service for users with all the services that this entails. The aim of this Plan is to achieve a service of optimal quality. The ultimate purpose of this strategy is to keep

users satisfied and to attract new users to the public transport system.

Given that many interchanges are situated below ground level and can be used by modes of transport (buses) that emit harmful gases and increase the ambient temperature, special attention must be paid to the Environmental Management Plan, monitoring the

environmental conditions: temperature, ventilation, humidity, and detection and control

of airborne pollutant gases.

The possibility of obtaining direct income through management of the interchange makes it possible to consider the economic profitability of the investment rather than just the social profitability, as is the case with other public works, and to consider using the administrative concession system for its construction and operation.

• Safety and security

Safety and security are two of the most important pillars of any transport infrastructure, and particularly so in the case of transport interchanges, given that they are used intensively by tens of thousands of people on a daily basis. We have seen these aspects affect the general design of the interchange, thus must be considered when meeting other requirements, for instance in information and signalling, accessibility, interchange management and operation, etc.

Safety must be developed and improved from the design point of view, in order to facilitate the rapid evacuation and clearance of these buildings, as well as the rapid evacuation