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Distribution of revenue according to type of voucher, user expenditure according to the type of package subscribed to, penetration rate according to socio-professional category
While long packages represent 80% of traffic, in 2016 (after the implementation of the all-zone package) they represent only 69% of revenues; Conversely, tickets and short packages represent only 20% of traffic, but 31% of revenues.
While the average rate of coverage of transport operating costs by fare revenues is 42%, there are significant disparities between the different fares.
Thus, before the creation of the all-zone packages, the rate of coverage of operating costs by the revenue from zonal subscriptions varied greatly depending on the zoning in question: the level of user participation decreased as the number of zones increased, and, for the same number of zones, the peripheral zons (4-5) had a lower coverage rate than the central zons (1-2).
Behind the passes, there are categories of users who contribute more or less heavily to the financing of transport, depending on the propensity they have to use a particular ticket preferentially.
Indeed, not all users use the tickets in the same proportions, but choose their tickets according to their mobility needs and the cost that the ticket ultimately represents for them, once the aid to which they are entitled has been deducted (employer reimbursement for active Navigo holders, for example, departmental subsidies, etc.). etc.).
Subscriptions are therefore particularly attractive for working people, who have regular mobility and can benefit from employer reimbursement of up to 50%, and for young schoolchildren and students, who also have limited mobility and benefit from the Imagine R rate, reduced for many of them by departmental subsidies.
The free Amethyst subscriptions make the ticket attractive to eligible seniors, regardless of their mobility needs. The introduction of participations at the initiative of the Departmental Councils aims to curb requests that are not applicable.
Employed workers have a higher propensity than inactive people and jobseekers to use a flat rate, due to more regular mobility and the attractiveness that employer reimbursement gives to the subscription.
On the other hand, jobseekers who do not meet the income conditions to benefit from the Solidarity Transport Pricing (TST) travel mainly with single tickets, and more particularly t+ tickets: their more reduced mobility does not justify the purchase of a full-fare Navigo. In return, travelling on a single ticket probably leads them to restrict their number of journeys to the strict minimum, unlike season ticket holders who can travel unlimited and take advantage of the dezoning.
Within the working population, there are significant differences between, on the one hand, managers, intermediate professions and employees, who are heavily in possession of flat-rate schemes, and, on the other, blue-collar workers, farmers, craftsmen, shopkeepers and business leaders: their lower use of flat-rate is explained for some by their low mobility (farmers, shopkeepers), for others probably by the geography of their travel (fragmented movements of workers or even the need to transport work tools, poorer public transport service to industrial sites that tend to be deconcentrated and staggered working hours for workers, etc.).
Ile-de-France pricing thus favours season ticket holders more than occasional travellers, particularly for long-distance commuting, as shown by this comparison between ticket and package pricing before the implementation of the all-zone package.