DEMOCRITOS

1. DEMOCRITOS DEveloping the MObility CRedits Integrated platform enabling travellers TO improve urban transport Sustainability Grant agreement no. 233744 The results for the Genoa case study TRT Trasporti e Territorio srl DEMOCRITOS final conference • Genoa • 23.09.2011

2. The local context of application Genoa • Capital of the Liguria region, about 620000 inhabitants • Located between sea and mountains, with a long and narrow coastline: lack of space and absence of alternative routes for road network • During morning peak hour: PT 43%, car 34%, moto 12% • Despite PT use, motorized private vehicle still perceived as favourite mode • almost 50 % of population older than 15 years owner of a two-wheeler vehicle

3. Toward the implementation of the MCP Pricing strategies and available technology • Mobility management in Genoa: LTZ access control in the area of the historic City Center, etc. • Identification and assessment of the current and future technology infrastructure (sensor networks, GHG wallet, etc.): all main technologies already available to implement a more complex transport policies as MCP • Acceptability and legal issues, as well as availability of alternative modes of transport • To raise awareness in the citizens, to be pursued working on the cultural background • Importance of the PT offer and the availability of adequate private-public interchange facilities

4. The modelling applications for simulating the MCP The tool designed for Genoa • MCP tool (simulating reactions to the mobility credits) and transport network model (iterative run) • MCP implementation at 2011 • Run from 2006 to 2020 with the MCP tool • Both cars and motorcycles affected by the MCP • Free credits distributed evenly to all individuals older than 18 years resident in the Province of Genoa

5. The modelling applications for simulating the MCP Scenarios definition • Differentiated by Mobility Area of implementation (wide / narrow) • Credit consumption differentiated by distance travelled, Euro Standard (other leverages available) • Externality reduction target (-20% and –50%), defining the sustainable (maximum) credit budget threshold • Different free credit budget per individual and extra-credit cost

6. The modelling applications for simulating the MCP • Mobility Area:wide (Genova Municipality)Narrow (around City center, 5 zones) Population >18  520 000 ind. Population >18  100 000 ind.(in the Province  750 000 ind.) AM peak hour: AM peak hour: Trips  160 000 Trips  80 000Private mobility  41% (10% moto) Private mobility  30% (9% moto)

7. Main scenario results Summary results of the scenarios

8. Main scenario results Private mobility variation and reactions to MCP • Variety of results depending on the Externality reduction target and the area of application (from –3% with narrow area+soft target to –35% with wide area+strong target) • Narrow scenarios can obtain consistent results, but with strong target assumptions and consumption rules • The trend of the mobility reduction over time is decreasing when credit consumption and purchase depend on car emission standard (renewal of the fleet) • Reduction of private mobility is due to suppression of trips or shift to public transport mode: only for wide scenarios, where a huge amount of trips is involved in the MCP, individuals react suppressing a share of their trip

9. Main scenario results Sc A1 wide, soft target (–20%) Private mobility variationin the Municipality at 2013: -8.4% Average quarterly expenditure = 48€ Local authority revenues = 11 Mio €

10. Main scenario results Externality variation • Impact on pollutant emissions (from private mobility), related to mobility reduction (up to –36% for strong target scenarios) • Impact on congestion (average time per trip) depends also on the configuration of mobility and road network: minor effect in the case of Genoa (about –2%)

11. Main scenario results Other findings • Two degrees of freedom to set the MCP(charge intensity/differentiation and sustainable credit budget threshold) • Warning on required improvement of public transport service in “extreme” scenarios (shift of 15/20% of demand) • Distributing free credits not evenlyto increase the acceptability for residents in the MA (which would be otherwise penalized more than others): same impact, but different distribution of the expenditure • Comparison to pure road pricing: more flexible, increased equity (and acceptability)

12. Thanks for your attention! Francesca Fermi (TRT)

13. Scenario results in Genova Comparison with pure cordon pricing (narrow MA) (1.15 euro per trips, with lower charge for motorcycle and during weekend)

14. Scenario results in Genova Distributing free credits not evenly

15. Scenario results in Genova Land-use impacts in the long term • Feedback from the Mobility Credit model to the Land use model: • Rules of consumption differentiation: affecting accessibility(distribution phase) • Average expenses for Extra-Credit by population group:affecting the household budget, therefore the choice of location (generation phase)

16. Genoa case study: common scenarios Policy tests/Scenarios definition

17. Genoa case study: local scenarios Policy tests/Scenarios definition

18. Scenario results in Genova Mode split at 2013 – working day

19. Scenario results in Genova Reactions of private passenger demand (affected by the MCP) at 2013 – Narrow area

20. Scenario results in Genova Private mobility variation (% on total demand)

21. The modelling applications for simulating the MCP Private mobility variation and reactions to MCP Sc B2 narrow, strong target (–50%) Private mobility variationin the Municipality at 2013: -11.7% Average quarterly expenditure = 6€

22. Scenario results in Genova Average expenditure for Extra-credits purchase by population group (high/low income) at 2013

23. Content of the presentation • The local context of application • Toward the MCP implementation • The modelling applications for simulating the MCP • Main findings of the MCP for the Genoa case study