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⭐Urban Public Transport Systems Integration and Funding
Urban Public Transport Systems Integration and Funding
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María Rosario Poblete Peña
1 Prointec Inocsa Stereocarto, Spain Urban Public Transport Systems Integration and Funding December 2000 Urban Transport Strategy Review2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 Urban Transport Strategy Review27 INTEGRACION Y FINANCIACION DE LOS TRANSPORTES PUBLICOS URBANOS ÍNDICE 1. INTRODUCTION PUBLIC TRANSPORT SYSTEMS IN MADRID The transport system of Madrid The Madrid Transport Consortium (CTM) Establishment and organisation of the Madrid Transport Consortium CTM links to transport operators Tariff system established by the Consortium (CTM) Funding transport systems in the Madrid Autonomous Community Funding of the Madrid Transport Consortium Transport operators funding Investments funding. Funding of new infrastructures. The Madrid Underground Transit System (Metro) SOME EUROPEAN EXPERIENCES Ile de France Ile de France Transport System The "Syndicat des Transports de Paris", STP Transports systems funding in Ile de France Lyon Transport system in the Lyon urban community SYTRAL Transport systems funding in the Lyon Urban Community Singular features of public transit systems organisation in Germany. The Munich, Berlin and Hamburg cases Legal and organisation restructuring Transports organisation in Hamburg Berlin Munich(*) TRANSPORTS SYSTEMS IN DEVELOPING COUNTRIES. LATIN-AMERICA Shared characteristics of developing countries Availability of public transport systems Overall lack of planning, regulation and integration CONCLUSSIONS...90 PROINTEC, S.A. STEREOCARTO INOCSA28 INTEGRACION Y FINANCIACION DE LOS TRANSPORTES PUBLICOS URBANOS ANEXO 1. DATOS BÁSICOS DEL SISTEMA DE TRANSPORTE DE MADRID ANEXO 2. DATOS BÁSICOS DEL SISTEMA DE TRANSPORTE DE ILE DE FRANCE ANEXO 3. DATOS BÁSICOS DEL SISTEMA DE TRANSPORTE DE LYON ANEXO 4. DATOS BÁSICOS DEL SISTEMA DE TRANSPORTE DE HAMBURGO ANEXO 5. DATOS BÁSICOS DEL SISTEMA DE TRANSPORTE DE BERLÍN ANEXO 6. DATOS BÁSICOS DEL SISTEMA DE TRANSPORTE DE MUNICH ANEXO 7. CARACTERÍSTICAS GENERALES DEL TRANSPORTE PÚBLICO EN AMÉTICA LATINA ANEXO 8. PROPUESTA DE ORGANIZACIÓN Y FUNCIONES PARA EL INSTITUTO REGULADOR DEL TRANSPORTE EN MANAGUA ANEXO 9. RENOVACIÓN DE LA FLOTA DE AUTOBUSES EN LAS EMPRESAS PRIVADAS CONCESIONARIAS DE LÍNEAS DE TRANSPORTE DE PASAJEROS EN MADRID ANEXO 10. BIBLIOGRAFÍA / FUENTES PROINTEC, S.A. STEREOCARTO INOCSA29 URBAN PUBLIC TRANSPORT SYSTEMS INTEGRATION AND FUNDING 1. INTRODUCTION A basic requirement for transportation services quality is the system s integration: Physical integration: passengers transfer approach, to shorten transfer distances and how they are carried out. Image integration: mass transit as a whole to provide a global service to users. Operations integration: lines, stops, trains frequency, timetables Tariff integration: it is intended to allow travelling in different transit systems with a single combined ticket to avoid the use of new tickets or, generally, additional cost. This can be achieved in different ways that enclose from combined tickets that allow travelling in different transport systems during a set length of time or multiple tickets and even monthly personal travel passes that authorize any number or type of trips within a specific area. Mass transit services in metropolitan areas of the more developed countries throughout the world can be mainly supplied by one or two public operators (Berlin, Paris, London), or a few large public in addition to an extended number of private operators (Madrid), by many, mostly public-ownership, operators (Hamburg), or mainly private, or about to be privatised, operators (Cities in North America, Stockholm). The metropolitan cities or regions in developed countries show the best examples of transit systems integration. The Syndicat de Transport de Paris was set up in 1959; the Hamburg Transit systems Federation, the first German Verkehrsverbund, was established in Transportation systems in Toronto were already integrated in 1954 and the buses system was restructured when new stretches of the underground transit were opened for service. For over 30 years now, the Greater London Council has co-ordinated London Transport with the other transit systems. This trend is found always in large cities where the growth of motor cars ownership is exponential. These cities realice that they have to meet the needs not only of the traveller bound to use mass transit systems but are also aware that the survival of the city itself requires that such systems are boosted as an alternative to the use of cars. The option of mass transit systems in large metropolitan areas demands rather significant investments. Besides, since the tariffs of public mass transit systems do not meet the large operating costs, their funding needs are significant. PROINTEC INOCSA STEREOCARTO 130 URBAN PUBLIC TRANSPORT SYSTEMS INTEGRATION AND FUNDING Actually, leaving aside management deficiencies, fares meet only from 50% to 75% of the operating costs. The political decision whereby the public at large, or part of same, contribute funds for the operation and investments in mass transit systems is justified by the external effects of same. This is why, in developed countries, the Municipal, Regional or Central Governments, in their budgets, allocate funds for public transport and transfer, in most situations, funds from the upper to the lower Government levels. The funds source may be the Central Government budget or raised by specific taxes, either local (The Versement Transport of the Paris businesses) or countrywide (Germany s fuel tax). Fuels, vehicles purchasing, their ownership or operation in cities can be taxed to subsidise, depending on the situation, the investments or operating costs of the transportation system. The Spanish legislation to fund urban transport is not fully defined. Still, both Madrid and Barcelona, as well as some other cities, have clear funding schemes based on multi-annual program contracts. The transport system cannot be sustained unless adequate integration and clear and secure financial channels are available. If sustained funding of mass transit systems is not ensured the city itself is jeopardised. In the more advanced countries, the long-term balance is an increasing concern. In Paris, the Clean Air Law of 1996 requires cities over population to draw up Mobility Plans (PDU) for sustained development. These Plans enclose steps to reduce motor-cars traffic and promote mass transit, bicycles and walking alternatives, and submission to public hearing of five years term actions. As stated by Jorge M. Rebelo (Essentials for sustainable urban transport in Brazil's large Metropolitan Areas), a number of key elements are required for long-term sustainable urban public transport: Transportation authorities responsible for co-ordinating investments and operations, promotion of integration and properly defined strategies to meet costs and processes for sustainable funding. Integration of urban transport with land use and environment quality policies. Involvement of private industry in investments and operations. In the less developed countries, mass transit promotion and regulation is a must for development sustainability. Cars ownership and usage are growing at a rather fast pace in Third World countries while mass transit demand is increasingly reduced to those who are bound to use such transportation mode. PROINTEC INOCSA STEREOCARTO 231 URBAN PUBLIC TRANSPORT SYSTEMS INTEGRATION AND FUNDING The increasing share of public transport modes is tantamount to improved urban life quality. But, in developing countries, their share of passengers that stands around 70-75% of motor-car trips, is not sufficient, in principle, to ensure sustainability, since these are mainly surface transport systems, at times rather polluting, that pose serious safety problems. Taxis, minibuses, private buses and vans and even tricycles make up most of the public transport available in Third World countries. It is usually uncoordinated, characterized by a high degree of informality and illegal practices, in many instances, predatory versus the competition that lead to traffic jams, accidents and pollution. The data about Mexico D.F. (International Conference CODATU IX, Co-operation for the continuing development of urban and suburban transport. Mexico City, April 2000) are a source of concern since they show the need for transport integration and cast serious doubts on their sustainability: In Mexico City, 75% of the pollutant emissions arise from transport. In the last 20 years, the average distance per trip has increased 90%. During this period, trips in motor-cars have decreased substantially, from 25% to 17%, trips using cars, but the share of medium and high capacity mass transit systems has decreased from 63% to 25%, in spite of the underground transit system improvement. But conditions in Mexico, D.F., are not representative of the actual mass transit systems deterioration in the less developed countries. Planning is lacking, competition is extreme (in some Central-American cities we have noticed how buses are pacing their speed, and even the stops, to the number of passengers on board the vehicles and how many are waiting at the stop) and service rather poor from the comfort and safety point of view. Integration is virtually nonexistent and transfers between transit systems are rather hard for users due to conditions, time and cost. Mass transit systems, or at least trunk corridors assigned to mass transit systems, are missing in cities where, due to their size, they should be available: Bombay or Madras, but also Istanbul or Lima. The last mentioned is an example of extremely poor planning: although population growth is one of the largest throughout the continent, a marginal electric train line is undergoing trial runs and the works to build the first underground line have been discontinued. But for Brazil and, now, Bogota, the development of corridors with separate infrastructures for buses or guided systems of intermediate capacity to be seems difficult. PROINTEC INOCSA STEREOCARTO 332 URBAN PUBLIC TRANSPORT SYSTEMS INTEGRATION AND FUNDING The lack of integration is evident at all levels: such as physical integration, promotion and information about the system, services (routes and timetables) as well as tariffs. This is basically due to the lack of institutional integration that would allow government agencies to perform its Transport Authority role and promote co-ordination between operators under a structure that may be informal and similar to the interesting Brazilian developments. The tough competition between operators makes it actually impossible to bring them together. Future funding is uncertain: the privatised systems or lines will need some kind of help in the future, like those in the public sector. Investment for fleet renewal by private operators is also significant and, in many instances, beyond their financial capacity. There are structural problems that require to continue the efforts to overcome poverty started at different government levels and enclosed the multilateral funding agencies. But other transportation problems arise from the countries institutional weakness, since they are unable to plan, regulate and control the complete system. Actually, some confusion concerning responsibilities and untold number of political problems are compounded with the lack of an organised structure, means and ability. It should not come as a surprise that a Ministry is responsible for part of a city transportation systems (such as the LRT, in India) or that political infighting between the Central Government and some Mayors leads to a lack of support for urban transit systems development. On the plus side, institutional planning and strengthening, the key for service integration and quality, are currently assisted by international co-operation. PROINTEC INOCSA STEREOCARTO 433 URBAN PUBLIC TRANSPORT SYSTEMS INTEGRATION AND FUNDING 2. PUBLIC TRANSPORT SYSTEMS IN MADRID 2.1. THE TRANSPORT SYSTEM OF MADRID The 8,002 Km 2 and slightly above 5 million population of the Madrid Community make it one of the largest European metropolitan areas, due not only to the fact that it is the hub of Spain s financial and administration institutions but also the venue where most companies and services in the country are located on account of its strategic geographic position and the traditional radial layout of the Spanish transport systems. The Madrid Autonomous Community, as provided for in Article 26,5 of its Autonomous Government Statute, has been assigned full legislative powers in the field of transport systems. But, as shown in the following table, both nationwide railways and roads, managed by the Central Government, run across the Community territory. INSTITUTIONS RESPONSIBLE FOR TRANSPORT SYSTEMS IN THE MADRID COMMUNITY MINISTRY OF PUBLIC WORKS (CENTRAL GOVERNMENT) MADRID COMMUNITY (AUTONOMOUS GOVERNMENT) MUNICIPALITIES IN THE MADRID COMMUNITY (LOCAL GOVERNMENTS) ROADS SYSTEMS CENTRAL GOVERNMENT ROADS SYSTEM REGIONAL ROADS SYSTEM MUNICIPAL ROADS SYSTEMS. RAILWAYS SYSTEM SUBURBAN RAILWAYS SYSTEM MADRID UNDERGROUND TRANSIT SYSTEM. ARGANDA RAILWAY. Source: Own data The responsibility for scheduled public transport of passengers in the Madrid Community has been assigned to the Madrid Transport Consortium (CTM), whose characteristics and structure will be described in detail later. But, as regards new railways infrastructures to be built by the Community, it has to be highlighted that, although the planning surveys are usually carried out by the Consortium, the projects are drafted and the works controlled by the Public Works, Town Development and Transport Department of the Madrid Autonomous Community. PROINTEC INOCSA STEREOCARTO 534 URBAN PUBLIC TRANSPORT SYSTEMS INTEGRATION AND FUNDING Mobility within the Autonomous Community shows the following features: - Motor vehicles are used for 63% of the trips, which amount to 6.3 million trips during a workday (1996), while 52% ride mass transit systems. - The destination of 80% of the trips using mechanical means is the Central City, where 75% of the Region's jobs are located. The Madrid transport system consists of three large operators: The Madrid Metro (underground rail transit system) owned by the Madrid Transport Consortium The EMT (Madrid Municipal bus services) owned by the Madrid Municipality. Renfe-Cercanías (suburban railways) owned 100% by RENFE, the Spanish National Railways System, a Government-owned Company. in addition to the above, there are a number of concession-holders for interurban coaches services and the Transportes Ferroviarios de Madrid, (TFM) a railways transport, system. This is a private consortium, where the Madrid underground transit Metro holds an interest, that operates the Arganda Railway. The overall supply and demand, broken down by the different transport operators in the Autonomous Community, can be seen in the following tables. PUBLIC TRANSPORT SYSTEM IN THE MADRID AUTONOMOUS COMMUNITY DURING 1998 OPERATORS System length (km) Number of lines Number of stations/ Stops Rolling stock Rail Cars km (10 6 ) Seats availablekm (10 6 ) METRO (1998) ,168 METRO (1999) ,0 19,524 EMT 1, ,568 RENFE Suburban Services Interurban services ,900 3, ,157 Source: Reports from the Madrid Transport Consortium, Annual Report Madrid Underground (Metro) System 1 The Arganda Railway is enclosed (19 km). PROINTEC INOCSA STEREOCARTO 635 URBAN PUBLIC TRANSPORT SYSTEMS INTEGRATION AND FUNDING DEMAND MET BY THE MADRID AUTONOMOUS COMMUNITY PUBLIC TRANSPORT SYSTEM (in millions) MODE TICKETS TRIPS STAGES TRIPS-KM METRO (1998) ,329.2 METRO (1999) MUNICIPAL BUSES (EMT) Suburban Railways (RENFE) , ,138.2 Interurbans ,200.4 TOTAL , , ,584.7 Source: Report from the Madrid Transport Consortium, Annual Report Madrid (Metro) Underground System. Trends of public transport trips during the last few years are shown in the following graph which highlights the significant improvement in public transport number of passengers since the Transportation Consortium was set up in 1986 and a transit multi-mode Commuter card" became available in Total of trips in public transport Millions of trips 1183,8 1141,9 1043,5 1014,5 950,5 1029, ,8 1280,1 1210,1 1236,3 1327,6 Source: Report of the Madrid Transport Consortium. Annual Report CTM. 1364, Consortium Inception Commuter card establishment Years PROINTEC INOCSA STEREOCARTO 736 URBAN PUBLIC TRANSPORT SYSTEMS INTEGRATION AND FUNDING 2.2. THE MADRID TRANSPORT CONSORTIUM. (CTM) Establishment and organisation of the Madrid Transport Consortium The Madrid Transport Consortium issues from a political decision to build an integrated transport system in the Autonomous Community aimed to improve the technical, administrative and management co-ordination between the different transport modes. This step implies an overall approach to transportation and is intended to improve services and optimise use of the available resources, avoid unwanted competition between the different public transport modes, while jointly striving to capture passengers away from using private vehicles. The Consortium was aimed to centralise in a single agency responsibilities of different government levels (autonomous and municipal) that, as an autonomous institution, would be the sole authority in the field of scheduled public transport passengers services, while avoiding any encroachment in the management area for which operators are responsible. The Madrid Transport Consortium (CTM), established by Law 5/85 of 16 th May of the Madrid Assembly (Madrid Autonomous Community), was set up to coordinate the different transport modes and operating companies that make up the Madrid Public Transport System. CTM has been legally registered as an autonomous trading, industrial and financial institution of the Madrid Community and governed by its own Inception Law and, colaterally, by the Institutional Administrative Law of the Community. CTM is a legal entity with its own capital and Inception Law that provides for co-operation between the Madrid Autonomous Community and Municipalities of same, for joint management of the scheduled public transport of passengers. As established by the Inception Law, the management and services will be performed by the existing, or any that can be set up, municipal or supramunicipal companies as well as private businesses. The Madrid Transport Consortium (CTM) geographical scope is the Madrid Autonomous Community territory. The CTM will centralise all the public transport responsibilities of the Autonomous Community and those of the Municipalities that decide voluntary to joint it. It provides currently service to over 97% of the Community s population and 100% of the passengers scheduled transport in same. PROINTEC INOCSA STEREOCARTO 837 URBAN PUBLIC TRANSPORT SYSTEMS INTEGRATION AND FUNDING CTM has to plan, control and regulate transport companies, whether public or private, within its scope, but their capital, legal condition and self-management are kept in effect. Self-management subject obviously to the guidelines issued by the Consortium concerning the service provided and tariffs. According to its Bylaws, the Consortium (CTM) is the sole authority in questions related to passengers, notwithstanding the Central Government empowerments regarding services operated by RENFE (National Railways Company) in the national railways system. As the institution responsible for passengers transport in general, CTM has to perform the following: overall planning of passengers transport infrastructures; definition of co-ordinated operations programmes for all modes of transport; provision of an integrated tariff scheme for the system, through the establishment of tickets or cards valid for all the companies, according to a funding policy that defines up to what point the total expenses have to be met by the fares income; processing and decisions on permits and concessions collection of fares income from public companies subject to the Transport Consortium (CTM) and multimode ticketing, PROINTEC INOCSA STEREOCARTO 938 URBAN PUBLIC TRANSPORT SYSTEMS INTEGRATION AND FUNDING distribution between public companies subject to CTM of fares income and operations subsidies, allowances distribution to all the companies arising from commuter travel-cards or any other possible mix transport modes ticketing arrangement, setting up an overall image of the transport systems and acting as the spokesman versus users, co-ordination of investments from agencies in the different levels of Government, if their responsibilities in the transport area have not been handed over to the Transport Consortium, co-ordination with agencies whose decisions may affect transport, and drawing up proposals for signing agreements with other Autonomous Communities. The Transport Consortium (CTM) is headed by the Board of Directors, responsible for the Consortium's joint management, and the Technical Committee, in charge of co-ordination and support. CTM's deciding powers are vested on the Board of Directors, which endeavours to enclose all public and private institutions responsible for public transport systems. The Board of Directors consists of 20 members broken down as follows: 5 from the Madrid Autonomous Community, 5 from the Madrid Municipality, 3 from other municipalities, 5 from trade unions, business and citizens associations, and 2 from the Central Government. and encloses a Deputy Committee of 4 members. The rather limited involvement of the Central Government has to be highlighted since the Consortium is an agency reporting directly to the Madrid Autonomous Community. Dealings with the Central Government, as will be shown later, are materialised through specific agreements that can be extended when the term expires. Although CTM's Inception Law states, as a future aim, the inclusion of passengers unscheduled transport in iterative runs, such as school buses, up to now, the initial transport system has not been extended. PROINTEC INOCSA STEREOCARTO 1039 URBAN PUBLIC TRANSPORT SYSTEMS INTEGRATION AND FUNDING CTM's payroll totals 123 employees. The agency is structured in 3 Directorates that report to a Managing Director as listed below: Technical Directorate Economic-Financial Directorate, and Quality Directorate The Technical Directorate encloses 5 areas: Mobility and accessibility Studies and planning. Suburban railways-renfe. METRO-EMT (underground transit and municipal buses system). Interurban buses. The Economic-Financial Directorate consists of 4 areas: Economic-Financial. Commercial. Management and economic control of companies. New technologies. The Quality Directorate consists of three areas: Data processing. Institutional relations Quality. A Secretary General and two departments which do not rank as areas: Press and Advertising, are also enclosed. The scattering of administrative responsibilities for scheduled passengers transport, within the Madrid Community territory, which were handled by both the Community and Municipalities, has come to an end as the first consequence when the Madrid Transport Consortium (CTM) was set up. The Municipalities hand over those responsibilities upon voluntarily joining the Consortium. The establishment of coordinating arrangements with the Central Government, as shown by the Program-Contracts, and the agreements signed with different institutions and operators, are an additional and significant outcome of the Consortium being set up. PROINTEC INOCSA STEREOCARTO 1140 URBAN PUBLIC TRANSPORT SYSTEMS INTEGRATION AND FUNDING Concerning the main obstacles met in setting up the Consortium, it is worth mentioning that Madrid took advantage of the time when the same political party controlled the three levels of Government (differences between the Municipal, Regional and Central Governments have hindered the establishment of transport authorities in Barcelona or Valencia). In spite of that and to overcome its reservations, the Madrid Municipality had to be granted a standing similar to that of the Madrid Community in the Consortium's Board of Directors. Also the negotiations with the Madrid Municipal Buses Company, EMT, that had to waive the high degree of self-government it had enjoyed up to that time, required determined efforts. Since just two single and powerful transport associations acted as representatives of the industry was an advantage in the Madrid situation, that most likely will not be found in developing cities. Those associations were mainly concerned with payment for the use of commuter cards. Once this extreme was cleared up, they supported the Consortium establishment and were actively involved in its governing bodies. The Law that established the Consortium was passed by a unanimous vote CTM links to transport operators LINKUP WITH PUBLIC COMPANIES THAT RENDER SERVICES The links between the Consortium and the public companies that render services are governed by Article 11 of the Law for the Consortium Inception. The Law main requirements are as follows: (public companies rendering services) will be independent legal entities with their own capital and self-management, but subject to the planning drafted by the Consortium, as regards programs, tariffs and any other service that might be implemented; the company s share capital (public company rendering services) will be owned by the respective government, even if the ways and means to render the service are subject only to the Consortium decisions. As regards the Madrid underground transit system (Metro), the Madrid Transport Consortium itself owns the shares and, concerning the municipal bus company, EMT, the Madrid Municipality owns the shares; Notwithstanding the above, the Consortium may purchase shares or hold an interest in companies (public companies that render services), if previously approved by the respective Government that owns the shares. PROINTEC INOCSA STEREOCARTO 1241 URBAN PUBLIC TRANSPORT SYSTEMS INTEGRATION AND FUNDING The links between CTM and the underground transit system (Metro) and those of CTM with the Madrid municipal bus company (EMT) are defined by the respective Program-Contracts, signed by both parties, where the agreements that specify the companies duties for the provision of services and the financial allowances that CTM engages to provide are described. LINKS BETWEEN THE CONSORTIUM AND THE NATIONAL RAILWAYS (RENFE) Since the Madrid suburban railways are owned by RENFE, which is a fully owned government company, the links between the Consortium and Renfe are regulated by a contract-program for rendering services related exclusively with the Madrid Community. The contract program sets the cost of the services rendered, the level and types of fares and the arrangements to compensate any deficits that arise from the types of fares established by CTM. From the above follows that the suburban railways are directly responsible for tariffs implementing and timetables. There is just an agreement whereby the suburban railways are committed to let holders of commuter cards use the railways system, while CTM engages to pay to RENFE for those passengers using the railway system. LINKS BETWEEN THE CONSORTIUM AND PRIVATE COMPANIES The links between CTM and private companies, holders of a concession, are defined by Article 13 of the Inception Law. According to that Article, the Consortium may apply mix modes commuter tariffs, introduce changes in the concessions and, eventually, unify the different concessions to ensure that the programs are duly met. On the other hand, any changes that may affect the economic-financial balance of the concessions have to be duly compensated. To all effects and purposes, the Consortium may sign Program-Contracts with those companies to define the aims. Concessions of transport lines are granted for a minimum of eight and a maximum of twenty years. For existing concessions, there are a number of possible ways that can be applied for continuing and matching up to the new conditions, although, most often, replacement of the concession for one that meets the new regulations has been selected. Inspection is performed by the Consortium, that processes and decides all questions related to the concessions-holder companies within its scope of responsibility. PROINTEC INOCSA STEREOCARTO 1342 URBAN PUBLIC TRANSPORT SYSTEMS INTEGRATION AND FUNDING Tariff system established by the Consortium (CTM) In tune with the principle not only users benefit from the transport system established by the Inception Law for the Madrid Transport Consortium, tariffs are not required to meet in full the expenses and the Consortium itself has to define the extent covered by tariffs and collect the respective income. An integrated tariffs framework for all services and operators has been a prime target for CTM since this type of scenario homogeneous in its structure and typology, projects a unified and integrated outlook of the transports system that matches the Consortium's aims. The Madrid Community has been geographically broken down in what are named transport zones, as shown in the graphic below, to establish a multimode tariff system. Commuter cards Zones Somosierra Buitrago de Lozoya Rascafria Bustarviejo La Cabrera Miraflores de La Sierra Robledo de Chavela Los Molinos Cercedilla Navacerrada C2 Collado/Villalba Villanueva de la Cañada C1 B3 B2 B1 Pozuelo de Alarcón Colmenar Viejo Tres Cantos A San Agustín de Guadalix San Sebastián de Los Reyes Alcobendas San Fernando de Henares Talamanca del Jarama Torrejón Alcala de Henares Coslada Alcorcón Carabaña San Martín de Valdeiglesias Aldea del Fresno Leganes Rivas Getafe Valdemoro Arganda Fuentidueña de Tajo Villarejo de Salvanes Colmenar de Oreja Villamanrique Source: Madrid Transport Consortium The transport zones are concentric to the Madrid Municipality. There are three main serviced zones: Zone A: encloses the Madrid Municipality. Zone B: encloses the Madrid Metropolitan Area (and covers most of the Municipalities above 50,000 population) as well as some towns in the Madrid Community's Sierra area. It is broken down also in three subzones (B1, B2 and B3). 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