Authors: Ernesto Cipriani, Livia Mannini Barbara Montemarani, Marialisa Nigro, Marco Petrelli.

Transcription

1 XXII SIDT National Scientific Seminar POLITECNICO DI BARI SETTEMBRE 2017 Authors: Ernesto Cipriani, Livia Mannini Barbara Montemarani, Marialisa Nigro, Marco Petrelli.

2 C. PRICING POLICIES: INTRODUCTION "Pricing Policies" are all those measures that require motorists to pay a sum to use a road space. Main objective to link road transport externalities directly to travelers producing them. Road pricing policies can be classified according to different aspects, such as:

3 METHODOLOGY 1. Definition of the scenarios 1. Definition of the scenarios in in terms terms of the of the project project variable (FEE) variable (FEE) 1. Definition of the scenarios in terms of the project variable (FEE) 2. Scenario 2. simulation Scenario simulation (based (based on a multimodal on a multimodal transport transport assignment) assignment) 2. Scenario simulation (based on a multimodal transport assignment) 3. Computation 3. Computation of Network of Network Statistics (RM,VEH-KM, VEH-H, V m, E) 3. Computation of Network Statistics Statistics (RM,VEH-KM, VEH-H, V m, E) (RM,VEH-KM, VEH-H, V m, E) for K Scenarios 4. Definition of O.F & 4. Definition of O.F & comparison comparisonbetween betweenk scenarios K scenarios 4. Definition of O.F & comparison between K scenarios

4 STUDY CASE (CITY of ROME) T. AREA TOT. TOT. [KMQ] POP. EMPLOY. ROME M 1.2 M PROVINCE M 0.3 M TOT. 4.3 M 1.5 M MODAL SPLIT (ATTRACTED TRIPS+ GENERATED TRIPS) - SCENARIO base year ABSOLUTE VALUES % VALUES TOTAL TRIPS VEHICLE MOPED Pub.T. VEHIC PEDESTR. ROME 577, % 15.4% 28.8% 5.6% PROV 207, % 8.5% 25.8% 0.6% SPEED AVARAGE [Km/H] ROME PROVINCE MIN MAX AVERAGE

5 CONGESTION CHARGING SCHEME HYPOTHESIS OF CORDONS : Area cordon 1 = 22 kmq ca. 7 % Inhab. 22% Employees Area cordon 2 = 40 kmq ca. 14% Inhab. 34% Employees

6 CONGESTION CHARGING SCHEME SCHEME AREA CONTROL TYPE PRICING TYPE DAYS & TIME MON-FRI 7:00-19:00 MOBILITY OF ACTIVATION 245 days/year CREDITS PRICING FLAT TOLL USE OF SCHEME (no peak hours) M. CREDITS 2,5 EURO 5-6 FEE 3,0 EURO 4 FEE AMOUNT 3,5 EURO 3 AMOUNT NOT ALLOWED E<3 INBOUND &OUTBOUND GATES (placed along the ring) 180 cr. for RESIDENTS INTRA-RING 120 cr. for RESIDENTS OUTSIDE -2 cr. If entering during HdP -1 cr. Otherwise - RESIDENTS of the CITY - ZTL LICENSE HOLDERS - Authorities and companies inside the Urban Area FEES for S.T.I.T. AVERAGE FEE PAID BY VEHICLES 2.90 ENTERING THE CORDON AREA EQUIVALENT FEE CALCULATION (during hdp) RESIDENTS OUTSIDE THE CITY RESIDENTS OF THE CITY INTRA-RING (entering during hdp) RESIDENTS OF THE CITY EXTRA-RING (entering during hdp) ASSESSMENT of the POLICY EFFECT (in terms of MODAL SHIFT): Δ% D VEH inside the Ring: -15% (in the Urban Context) Δ% D VEH inside the Ring: -16,5% (in the Provincial Context) Δ% D VEH City of Rome: -2% Δ% D VEH Province of Rome: -1% Δ% D VEH Suburban Zones: +1 2,5% (in a single zone)

7 NETWORK EFFECTS

8 DEFINITION OF OTHER SCENARIOS SINGLE FEE FOR ALL USERS (CORDON 1 & CORDON 2) PRICING FOR C2 + PENALTIES FOR USERS WITH HIGH ACCESSIBILITY (RAIL RING) FEE = 4 FEE BASE YEAR ONLY users served by Rail System: Penal. = 4 FEE BASE YEAR FEE = FEE BASE YEAR Penal. = 3 FEE BASE YEAR Penal. = 2 FEE BASE YEAR FEE = FEE BASE YEAR 4 FEE = FEE BASE YEAR (for ALL users)

9 DEFINITION OF OTHER SCENARIOS ZONING WITH AREAS SERVED BY RAIL SYSTEM:

10 RESULTS COMPARISONS IN TERMS OF MODAL SHIFT: ATTRACTED TRIPS (URBAN RAIL RING: Cordon 2) MODAL SHIFT (%) - PRIVATE MODE for ATTRACTED TRIPS (C2) MODAL SHIFT (%) PRIVATE MODE for ATTRACTED TRIPS inside C2 MODAL SHIFT (%) - TRANSIT MODE for ATTRACTED TRIPS (C2) MODAL SHIFT (%) TRANSIT MODE for ATTRACTED TRIPS inside C2

11 RESULTS COMPARISONS IN TERMS OF MODAL SHIFT: GENERATED TRIPS (URBAN RAIL RING: Cordon 2) MODAL SHIFT (%) - PRIVATE MODE for GENERATED TRIPS (C2) MODAL SHIFT (%) PRIVATE MODE for GENERATED TRIPS inside C2 MODAL SHIFT (%) - TRANSIT MODE for GENERATED TRIPS (C2) MODAL SHIFT (%) TRANSIT MODE for GENERATED TRIPS inside C2

12 RESULTS COMPARISONS IN TERMS OF «O.F.» VALUES: O.F.: C TOT,k = γ CA k + α E tot,k + β C.CONG k k=1,2,,k «scenarios»

13 RESULTS COMPARISONS IN TERMS OF «O.F.» VALUES:

14 CONCLUSIONS & DISCUSSIONS (1/2) Assessment on policy effectiveness, in terms of modal shift, showed that: the adoption of the fee essentially affects the pricing zones and the effect is the greater the higher the amount of the fee applied; in external areas, especially for high distance origin-destination pairs, there is an increase in private demand, due to the unloading of vehicle s flow on specific routes; The FO study indicates that the problem is complex!! In terms of reducing atmospheric emissions, the overall benefit for the city is quantified: in 2% of reduction if analysed in the whole city; in 25% of reduction if analysed in the downtown areas subject to charging.

15 CONCLUSIONS & DISCUSSIONS (2/2) Additional aspects that should be taken into account to ensure that such a mobility management application is effective include: the ability to implement the pricing policy for concentric areas by modulating the amount of the fee; the possibility of charging even the mopeds, so as to avoid a modal split towards this type of vehicle; the possibility of reorganizing public transport lines and the upgrading of urban rail lines to a metro service, especially in peripheral areas; the ability to use new technologies so that the amount of the fee can be varied according to the actual trips that the user makes.

16