{"id":17576,"date":"2025-05-15T09:39:50","date_gmt":"2025-05-15T07:39:50","guid":{"rendered":"https:\/\/www.systra.com\/australia\/expert_insights\/intermodality-the-key-to-a-more-efficient-transport-system\/"},"modified":"2026-02-19T23:34:23","modified_gmt":"2026-02-19T22:34:23","slug":"intermodality-the-key-to-a-more-efficient-transport-system","status":"publish","type":"expert_insights","link":"https:\/\/www.systra.com\/australia\/expert_insights\/intermodality-the-key-to-a-more-efficient-transport-system\/","title":{"rendered":"Intermodality: the key to a more efficient transport system?"},"content":{"rendered":"\n<div style=\"height:50px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<p class=\"has-light-eggplant-color has-text-color has-link-color wp-elements-23732c98ff346422368680b31ebca1ce\"><strong>Faced with the challenges of ecological transition, urban congestion and increased mobility needs, intermodality is now an essential pillar of mobility policies. Beyond the concept, its implementation raises technical, institutional and cultural challenges. We take a look at an operational imperative that is becoming a global standard and consider the practical conditions for its success.<\/strong><\/p>\n\n\n\n<div style=\"height:50px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<h3 class=\"wp-block-heading has-text-align-center\" id=\"h-a-new-imperative-for-cities-and-regions\">A new imperative for cities and regions<\/h3>\n\n\n\n<div style=\"height:50px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<p>Intermodality refers to a user&#8217;s <strong>ability to combine several modes of transport in the same journey, in a fluid and optimised way<\/strong>. What was, until recently, a planning ideal, is gradually becoming a necessity incorporated into specifications, at the crossroads of the requirements of transport organising authorities and the climate ambitions of major cities.<\/p>\n\n\n\n<div style=\"height:20px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<p>Fuelled by the search for credible alternatives to the private car and by the need to reduce greenhouse gas emissions, intermodality aims to create a coherent, efficient, easy-to-understand transport system that is attractive to all user profiles. It is the result of a paradigm shift in mobility: travel is no longer conceived from station to station, but from point of departure to point of arrival \u2018seamlessly\u2019 for users. Its success depends on a series of levers ranging from the resolution of micro-irritants to the overall architecture of its governance, which makes its implementation complex.<\/p>\n\n\n\n<div style=\"height:50px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<div class=\"wp-block-group has-blanc-color has-dusty-blue-background-color has-text-color has-background has-link-color wp-elements-ca569cf21702b44d732d569389518b42\"><div class=\"wp-block-group__inner-container is-layout-constrained wp-block-group-is-layout-constrained\">\n<div style=\"height:20px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<p class=\"has-text-align-center\"><strong>The keys to successful intermodality<\/strong>:<\/p>\n\n\n\n<div style=\"height:20px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<div style=\"height:20px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<ul class=\"wp-block-list\">\n<li>Physical: facilities to simplify connections (connected platforms, footbridges, large and intuitive car parks, PRM accessibility, station signalling)<\/li>\n\n\n\n<li>Fares: integrated transport tickets, single or combined fares, global subscriptions<\/li>\n\n\n\n<li>Software: real-time multimodal information, MaaS (Mobility as a Service) applications, quality of the user experience, the station as a destination in itself<\/li>\n\n\n\n<li>Service offer: timetables designed to ensure reasonable waiting times (e.g. buses should bring passengers to the station a few minutes before their train, not 30 minutes before)<\/li>\n<\/ul>\n\n\n\n<div style=\"height:20px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<div style=\"height:20px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n<\/div><\/div>\n\n\n\n<div style=\"height:50px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<h3 class=\"wp-block-heading has-text-align-center\" id=\"h-a-complex-ambition\">A complex ambition<\/h3>\n\n\n\n<div style=\"height:50px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<p>However, the intermodal promise is not self-evident. On the ground, the obstacles are numerous and often invisible: poorly designed load breaks, a lack of multimodal signage, disconnected management between operators, or even a mismatch between what is on offer and how it is used.<\/p>\n\n\n\n<div style=\"height:20px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<p>In fast-growing cities, intermodality is often hampered by fragmented governance and a lack of coordination regarding investments. The examples of metro systems in certain cities, which have under-performed in terms of ridership, and which were built without reorganising the surface networks or integrating fares, illustrate the limits of a non-systemic approach. In developed countries, it is land constraints, legal rigidities and inherited planning logics that are holding back the transformation.<\/p>\n\n\n\n<div style=\"height:20px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<p>Intermodality is also a question of detail: pavements that are too narrow, a footbridge that is not properly aligned, unintuitive parking or uncoordinated timetables are enough to put users off. The passenger experience is becoming a key criterion, even in densely populated cities such as Hong Kong or Singapore, where the quality of modal transfer depends as much on the architecture as on the legibility of the journey or the services offered at the station.<\/p>\n\n\n\n<div style=\"height:20px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<p>The difficulty is also cultural: travel habits and expectations in terms of comfort and speed vary greatly. Integrating taxis, shared mobility services and active modes into the overall system requires constant adaptability. However, the use of each mode or flow linked to the system increases tenfold, and in turn reinforces the relevance of the overall mobility scheme.<\/p>\n\n\n\n<div style=\"height:50px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<h3 class=\"wp-block-heading has-text-align-center\" id=\"h-what-works-levers-and-good-practice\">What works: levers and good practice<\/h3>\n\n\n\n<div style=\"height:50px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<p>SYSTRA is involved in many projects where intermodality is a key issue. In Ethiopia, Papua New Guinea and Togo, the development of Sustainable Urban Mobility Plans (SUMPs) makes it possible to structure a clear, hierarchical multimodal network from the outset. By bringing all the players to the table, planning makes it possible to tackle the problem of urban sprawl by avoiding the uncoordinated growth of different networks, or of an informal and unregulated transport offer, and instead build a more sustainable form of collective mobility.<\/p>\n\n\n\n<div style=\"height:20px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<p>In Dire Dawa, Ethiopia, for example, the SUMP designed by SYSTRA is based on surveys of a thousand households, local consultation and a 20-year projection to structure the transition from small-scale mobility to a more massified offer. The aim is to create the conditions to ensure that the development of the city, which has not yet begun its urban transition, does not lead to an explosion in individual motorised modes of transport.<\/p>\n\n\n\n<div style=\"height:50px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n<div class=\"wp-block-image\">\n<figure class=\"aligncenter size-474x266\"><img decoding=\"async\" src=\"https:\/\/www.systra.com\/wp-content\/uploads\/2025\/04\/gettyimages-dire-dawa-train-station-474x266.jpg\" alt=\"\" class=\"wp-image-24196320\" \/><figcaption class=\"wp-element-caption\">Dire Dawa station, Ethiopia<\/figcaption><\/figure>\n<\/div>\n\n\n<div style=\"height:50px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<p>In Papua New Guinea, the SUMP project for Port Moresby aims to create the conditions for low-carbon mobility. SYSTRA&#8217;s teams are working with the local authorities and residents to define an intermodal strategy adapted to the island context and demographic pressure. The aim is twofold: to promote accessibility for all and to limit the ecological footprint of transport.<\/p>\n\n\n\n<div style=\"height:50px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n<div class=\"wp-block-image\">\n<figure class=\"aligncenter size-474x266\"><img decoding=\"async\" src=\"https:\/\/www.systra.com\/wp-content\/uploads\/2025\/04\/gettyimages-aerial-view-of-port-moresby-papua-new-guinea-474x266.jpg\" alt=\"\" class=\"wp-image-24196321\" \/><figcaption class=\"wp-element-caption\">Aerial View of Port Moresby. Papua New Guinea<\/figcaption><\/figure>\n<\/div>\n\n\n<div style=\"height:50px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<p>In more mature cities, such as Montreal, investment in multimodal interchanges has encouraged bimodal transport, with detailed modelling of flows and a reduction in connection times. SYSTRA deploys its transport modelling and behavioural simulation tools (such as Quetzal and Legion) to optimise the design and sizing of modal interfaces. Dynamic modelling for pedestrians and cyclists, as well as road access tests, enable the MEP to be designed as a genuine catalyst for modal transfer.<\/p>\n\n\n\n<div style=\"height:50px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n<div class=\"wp-block-image\">\n<figure class=\"aligncenter size-474x266\"><img decoding=\"async\" src=\"https:\/\/www.systra.com\/wp-content\/uploads\/2025\/04\/gettyimages-841575812-474x266.jpg\" alt=\"\" class=\"wp-image-24196322\" \/><figcaption class=\"wp-element-caption\">The Montreal metro<\/figcaption><\/figure>\n<\/div>\n\n\n<div style=\"height:50px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<p>The example of Old Oak Common in London illustrates how a station can become the driving force behind an integrated urban transformation. Connecting the future HS2 high-speed line, the regional networks (Great Western Main Line), the Heathrow Express airport shuttle and the Underground&#8217;s Elizabeth Line, this intermodal station is part of a vast urban regeneration operation. According to an analysis by Arcadis, more than 19,000 jobs and 22,000 homes are expected in the area by 2025. The development of the forecourt, cycle paths and interface with local transport make this project a model of intermodal, urban and environmental integration.<\/p>\n\n\n\n<div style=\"height:50px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n<div class=\"wp-block-image\">\n<figure class=\"aligncenter size-474x266\"><img decoding=\"async\" src=\"https:\/\/www.systra.com\/wp-content\/uploads\/2025\/04\/hs2-ooc-station-approach-view-474x266.jpg\" alt=\"\" class=\"wp-image-24196323\" \/><figcaption class=\"wp-element-caption\">Old Oak Common Station approach<\/figcaption><\/figure>\n<\/div>\n\n\n<div style=\"height:50px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<p>A few thousand kilometres away, the West Kowloon terminal has connected Hong Kong to the rest of China through a fine, almost seamless interface between long-distance high-speed rail and the urban metro network (MRT). In addition to its architectural beauty, the station has been designed to integrate the existing networks within a multimodal hub and a residential, business and cultural district. By taking the road network underground, for example, it has been possible to integrate the whole complex into the surrounding urban fabric and create a continuity on the surface that is conducive to walking, which is essential to the vitality of the commercial and cultural activities surrounding the terminal.<\/p>\n\n\n\n<div style=\"height:50px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n<div class=\"wp-block-image\">\n<figure class=\"aligncenter size-474x266\"><img decoding=\"async\" src=\"https:\/\/www.systra.com\/wp-content\/uploads\/2025\/05\/gettyimages-1162488577-west-kowloon-terminus-hong-kong-474x266.jpg\" alt=\"\" class=\"wp-image-24198350\" \/><figcaption class=\"wp-element-caption\">View of West Kowloon Terminal, Hong Kong<\/figcaption><\/figure>\n<\/div>\n\n\n<div style=\"height:50px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<h3 class=\"wp-block-heading has-text-align-center\" id=\"h-use-the-system-as-a-lever\">Use the system as a lever<\/h3>\n\n\n\n<div style=\"height:50px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<p>Intermodality is not a miracle solution, but a paradigm shift. It requires a systemic vision of mobility, closer cooperation between players, and constant attention to actual usage and changes in demand.<\/p>\n\n\n\n<div style=\"height:20px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<p>In areas undergoing change, it is an opportunity to structure transport provision in a sustainable way. In metropolitan areas that are already densely populated, it is the only way to make the system more fluid, more economical, and more attractive. It also enables the benefits of major infrastructure projects to be maximised, by ensuring that they form part of a coherent network. Whatever the geography, the evidence is clear: integration benefits all modes of transport that join it.<\/p>\n\n\n\n<div style=\"height:20px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<p>At SYSTRA, this vision is embodied in all our projects, where intermodality is always seen as a lever for sustainability, efficiency and the transformation of the region. In the face of climate, energy and social crises, intermodality is also an essential tool for urban resilience and spatial justice, for mobility that is accessible to all and integrated into local dynamics.<\/p>\n\n\n\n<div style=\"height:50px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<h2 class=\"wp-block-heading has-text-align-center\" id=\"h-modal-shares-and-geographical-disparities\">Modal shares and geographical disparities<\/h2>\n\n\n\n<div style=\"height:50px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<figure class=\"wp-block-table\"><table class=\"has-pale-blue-background-color has-background has-fixed-layout\"><tbody><tr><td>CITY<\/td><td>MODAL SHARE<\/td><\/tr><tr><td>Paris, France<sup>1<\/sup><\/td><td>\u25cf Walking: 52%<br>\u25cf Public transport: 32%<br>\u25cf Car: 13%<br>\u25cf Bicycle: 3%<\/td><\/tr><tr><td>London, United Kingdom<sup>2<\/sup><\/td><td>\u25cf Public transport: 37%<br>\u25cf Car: 36%<br>\u25cf Walking: 24%<br>\u25cf Bicycle: 3%<\/td><\/tr><tr><td>Singapore<sup>3<\/sup><\/td><td>\u25cf Public transport: 44%<br>\u25cf Car: 29%<br>\u25cf Walking: 22%<br>\u25cf Bicycle: 1%<\/td><\/tr><tr><td>Santiago, Chile<sup>4<\/sup><\/td><td>\u25cf Active Mobilities: 38.5%<br>\u25cf Car: 30.8%<br>\u25cf Public transport: 18.5%<br>\u25cf Other: 12.2%<\/td><\/tr><tr><td>Jakarta, Indonesia<sup>5<\/sup><\/td><td>\u25cf Car and motorcycles: 77%<br>\u25cf Shared mobility: 13%<br>\u25cf Public transport: 10%<\/td><\/tr><tr><td>Mumbai, India<sup>6<\/sup><\/td><td>\u25cf Public transport: 45%<br>\u25cf Walking: 27%<br>\u25cf Cars and motorcycles: 22%<br>\u25cf Bicycle: 6%<\/td><\/tr><\/tbody><\/table><\/figure>\n\n\n\n<div style=\"height:50px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<p class=\"has-small-font-size\"><sup>1<\/sup>Source : <a href=\"http:\/\/www.adetec-deplacements.com\/Parts%20modales%20et%20partage%20de%20l%27espace%20dans%20les%20grandes%20villes%20fran%E7aises%20-%20rapport%20%28ADETEC%29.pdf\">ADETEC expertise report<\/a>, July 2021<\/p>\n\n\n\n<p class=\"has-small-font-size\"><sup>2<\/sup>Source : <a href=\"https:\/\/www.institutparisregion.fr\/fileadmin\/NewEtudes\/000pack2\/Etude_2078\/Comparaison_AO_IAU_20191010_VF.pdf\">Institut Paris R\u00e9gion report<\/a>, October 2019<\/p>\n\n\n\n<p class=\"has-small-font-size\"><sup>3<\/sup>Source : <a href=\"https:\/\/www.institutparisregion.fr\/fileadmin\/NewEtudes\/000pack2\/Etude_2078\/Comparaison_AO_IAU_20191010_VF.pdf\">Institut Paris R\u00e9gion report<\/a>, October 2019<\/p>\n\n\n\n<p class=\"has-small-font-size\"><sup>4<\/sup>Source : <a href=\"https:\/\/omu-latam.org\/indicadores\/\">Observatorio de Movilidad Urbana<\/a>, 2015<\/p>\n\n\n\n<p class=\"has-small-font-size\"><sup>5<\/sup>Source : <a href=\"https:\/\/transformative-mobility.org\/wp-content\/uploads\/2023\/12\/Jakarta-Deep-Dive_Rev_KP_SK.pdf\">TUMI Initiative<\/a> et Jakarta Transport Agency, 2022<\/p>\n\n\n\n<p class=\"has-small-font-size\"><sup>6<\/sup>Source : <a href=\"https:\/\/transformative-mobility.org\/wp-content\/uploads\/2024\/02\/Mumbai-Deep-Dive.pdf\">TUMI Initiative<\/a>, 2022\u200b<\/p>\n","protected":false},"featured_media":0,"template":"","type-insight":[2892],"class_list":["post-17576","expert_insights","type-expert_insights","status-publish","hentry","type-insight-intermodality"],"acf":[],"yoast_head":"<!-- This site is optimized with the Yoast SEO Premium plugin v27.4 (Yoast SEO v27.4) - https:\/\/yoast.com\/product\/yoast-seo-premium-wordpress\/ -->\n<title>Intermodality: the key to a more efficient transport system? 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