The region of Győr is located in western part of Hungary, Győr itself –the central city of the area - lies on the halfway between Budapest and Vienna.
Győr has 130000 inhabitants, the surrounding 26 settlements gives an additional 70000 inhabitants up to 200000 for the whole region.
The transport of the region can be divided into 2 parts: transport inside the city of Győr (local transport), and transport between Győr and the villages of the region (suburban transport).
Number of trips:-250000 in local, 50000 in suburban transport. Modal split data:
| |
Car |
Public transport |
Bike |
|
| Local |
50% |
40% |
10% |
|
| Suburban |
45% |
55% |
- |
|
Public transport is represented mainly by bus services, railway carries only 5% of the passengers in the suburban traffic, in Győr there are only bus lines.
Public transport has high service level in general but there are shortages which could be eliminate by introducing DRT service.
The shortages:
 |
there are areas not appropriate covered by bus stops, 10000 people in Győr and 12000 people in the rest of the region live with a more than 500 m walking distance from bus stops, |
|
there are time periods with low service density (evening hours, week-ends), |
|
availability of public transport is a problem for people with mobility impairments (5000 inhabitants in the region), only 2% of the vehicles are equipped with wheel chair lifts and to get into the bus stop is also a problem, |
|
there is no special service for handicapped, ambulance service is available on doctor’s prescription in the case of travelling to/from health care service but it is accompanied by high level of uncertainty, |
|
the network has a radial structure, travels to and from Győr are served well, but the cross connections are missing. |
DRT is an appropriate solution to overcome the shortages of the present public transport, to create better mobility and to strengthen social cohesion in the region.
Six variants of characteristics of which are the followings:
| |
Variant 1 |
Variant 2 |
Variant 3 |
Variant 4 |
Variant 5 |
Variant 6 |
|
| Target group* |
A |
B |
B |
C |
C |
D |
|
| Network, stops |
One network for city and suburb, door to door service** |
|
| TDC, Parking lot |
On an existing terminal point close to the hospital |
|
| Working days per week |
5 |
5 |
7 |
5 |
7 |
7 |
|
| Working hours |
6-22 |
6-22 |
6-19+6-22 |
6-22 |
6-19+6-22 |
6-19+6-22 |
|
| Booking |
One day in advance (but possibility for on-line booking) |
|
| TDC staff [pers] |
2 |
3 |
3 |
4 |
4 |
6 |
|
| Ticketing |
Zonal system (city, suburb) or flat rate |
|
| On board unit |
On board unit for communication, navigation, ticketing |
|
| Vehicles |
12-15 capacities minibuses with low floor or ramp |
|
| Number of vehicles |
6 |
12 |
12 |
16 |
16 |
28 |
|
* A: Handicapped Association members; B: Handicapped; C: Mobility impairments; D: Previous and patients of medical services
** Door to door service for target group users, for other users only stop to stop service
Introduction of the planned service seems a complicated and long procedure because several barriers have been identified in the connection of the new service. The biggest barrier is the legal background. The Hungarian law does not recognize DRT, it cannot be regarded as a form of public transport or public service. Public transport is defined as a service done on predefined route and by predefined time table. Public money is allowed to use only for supporting services meet this definition. As to the present regulation DRT could be operated only on commercial basis. Local authorities support the idea of implementing such kind of service, to find how to overcome the barriers is the main task in the remaining part of the project. |
