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Modal split in the transport sector 17.
Modal split in the transport sector 20 20 20 Targets developed by analogy based on [9] and own assumption.
Open image in new window Fig. 1 Freight modal split in Hungary between 1970 and 2013 (Source: Eurostat, KTI).
These different attitudes lead to the lower share of public transport usage in the modal split in Bratislava.
As described previously, this condition is particularly important for the transit modal split in attraction with a share of less than 10% outside the GRA and, on the contrary, with a value higher than 50% in the city centre (Table 5).
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It is necessary to implement measures to reduce journey times on PT, such as exclusive bus lanes, priority schemes, etc. Open image in new window Fig. 6 Modal split distribution in the City of Madrid and Madrid Metropolitan Area Open image in new window Fig. 7 Public transport patronage vs. trip time differences between public transport and car.
As far as means other than private cars are concerned, Hungary still has a good modal split share in the European Union.
On the other hand, for distances higher than 1 km, the average value and the standard deviation of the transit modal split decrease in a very important way.
Brno and Bratislava differed in many important mobility characteristics such as the modal-split in both the cities.
Open image in new window Fig. 3 Development of modal split (tonne-kilometres) in EU15 and EU12.
One 2014 study shows that cycling in Johannesburg accounts for only 0.2% of all trips in the city, while a rather outdated study suggests that the modal split for bikes in Nairobi, Dar es Salaam and Harare also fails to reach above 3%.
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