Mobility Management in Lecco

Transcription

1 Mobility Management in Lecco L. Floriol, C. De Micheli2 Politecnico di Milano, Italy. 2Agenzia per la Mobilita, Comune di Milano, Italy Abstract The Province of Lecco has been testing the Public Transport Integrated System since The System consists in allowing the tra~eller to move from the public transport by road to that by rail, and vice-versa, bringing about important advantages in the reduction of acoustic and environmental pollution. The memory reports the results of a survey with the judgments expressed on the quality and effectiveness of the service. As a whole, they are positive and confii the validity of the technical solutions adopted. A further important positive effect was reached thanks to the introduction of a Mobility Manager by the Commune and the Region for the commuting plarming of the workers. 1 The Public Transport Integrated System in the Province of Lecco The municipal transport system in the Lecco area (Servizio di trasporto metropolitan nell area lecchese) is based on the fimdamental requirements of transport system co-ordination and fare integration. The passenger having the integrated ticket can travel choosing one mean of transport only, or both systems using both train and bus. The trains of the F.S. spa were incremented by furfher trains paid by the Province in order to make the service similar to a subway, The experimental phase was concluded in September The organisation and planning of bus and train frequency has been improved and it will further be improved in the year At fust, the new mobility scenario of public transport was not welcomed by the users but, as it often happens, the project consohdation and the habit of using

2 [[1T/ mspo/-fi}?r/ie.?isr( e/?m? 1()() ( / /1( combined means of transport produced an important rise in the sales of integrated ticket and passes. The increase in the sales of integratedticket rangedfrom 34 to 99 ALand that of integrated passes fi-om 17 to 400A,according to the lines. The new s@em affected 3 railway stations and 13 bus lines. 2 Users survey The users judgement (on the base of different questionnaires on the means of transport and at the stop/station of the line interested) was analysed under four different aspects of the semice: 1 quality 2 costs 3 time to cover the distance 4 waiting times. The questiomaire is made by twelve pretty easy questions: the one used for busses is enclosed. Each interviewed user expressed his judgement on the service by qualitative indicators. The sumey was dimensioned using the usual statistic techniques with the simple casual sampling technique (that is all elements of the universe have the same chance to be chosen) and resulted in 1006 interviews. 2.1 Statistical analysis on the judgement on quality The overall complexity of commuting was classified in alternatives, meaning: excellent. good, sufficient, and insufficient. Then, a value was given to each answer (insufficient = 4, sufficient = 6, good = 8, excellent = 10), obtaining following results: &xcellent ~ ~d= =512 ~ti.,mt = 1722 n~ti,m, == 732 The average of the expressed judgments ~Q = ( )/534= o is equal to: Considering all quality judgments expressed by the sample, variance o2, to: 22( n; iiq) 2 = =1 *(,,-1) = 1 655

3 L ihan Tramport it?the 21st C enru)3) Statistical analysis on the judgement time required to cover the distance The judgement on the time required by the mean of transport to reach the destination was classified as: Insui%cient. Fair, Excessive, with following weights: Insufficient = 8; Fair= 6; Excessive = 4. The overall number of judgments obtained on the time to cover the distance were: nmuff,c1e~t= O nf,. = 1293 IL...,,r=.= 1276 The average of the expressed judgments is equal to: iicp= ( )/534= number corresponding to a judgement placed between excessive and fair and, in any case, below %ufiicient Variance Oz, calculated among the judgments expressed by the sample on the time to cover the distance is equal to: x( n~p Ztp Y a = = (n - 1) Statistical analysis on the waiting time for the means of transport The waiting time for the mean of transport was classified as follows: Insufficient = 8. Fair= 6, Excessive = 4 The overall number of judgments nmti,c,.nt= 64 nti = 1866 %...ssl =860 was: The average of the expressed judgments is equal to: Zra = ( )/534= 5.22

4 Ioz [ /+(/)1Trml.spor[1)? [he21s1( et?tll~l Variance UJ. calculated on the judgments waiting time. is equal to: expressed by the sample about the 3 Mobility management A recent ministerial decree called Sustainable mobility in urban areas (1998). orders companies and public bodies with more than 300 workers in each productive unit as well as companies having more than 800 workers as a whole to introduce a Mobility Manager to optimise the systematic commuting of workers decreasing the use of private cars by mean of a commuting pkm, The decree involves many subjects, among which: Regions: they are required to have a plan for the improvement and the protection of the air quality; Public Administrations: they are required to include a certain share of electric or not polluting vehicles in their car park (up to 50 Ain 2003). Communes Mobility management strategies can be summarised in persuasion. concession. and restriction strategies. Persuasion Strategies They identi& information and communication programmed aimed at awaking public opinion to the problem and. as a consequence, at modifjing people evexyiay habits. Concession Strategies They consist in new stmices for citizens, such as initiatives aimed at promoting and improving those systems presently available as well as the possibility to commute using two ditlerent means of transport. Restriction Strategies They represent already applied measures, such as park and road pricing or limited traflic areas. Those strategies can be implemented only by mean of a methodical involvement and a constant co-operation of all interested subjects (private citizens, companies, Public Administrations). Two professional figures were introduced in Italy: the area mobility manager and the comixuw mobility ~r. The first is aimed at improving mobility within its reference area, reducing the useof private cars and individual mobility. The latter is aimed at improving the access to the working place discouraging the personal use of private cars in favour of other collective, ecological and motor-free means of transport. and managing the commuting demand of workers (in terms of number of trips and time required/ distance covered),

5 [ rbari T mmport in the 21st Centwy 103 Those aims can be met by the creation and adoption of a home-work commuting plan. It promotes alternative commuting wavs that can be summarised as follows: car sharing The use of a number of cars by private citizens (or companies) paying a fee according to the distance covered and the length of time they use the vehicle. Cars are booked at a call center, and the company managing the service is in charge of all ordinag and extraordinruy maintenance of the cars. Clwpooling Collective use of a vehicle by a group of people traveling along the same route. A call center manages the databank and organises the group of cars using a specific software. This kind of transport is particularly suitable to the systematic demand that due to its nature, does not undergo big changes. Guaranteed riik home The programme is made up by a set of tools allowing workers using collective means of transport to travel home any time a specific need arises: sudden illness. unforeseen delay, family problem or intermediate stops incompatible with the group needs. The cars put at workers disposal are insured by the company or by a taxi or by a public transport co-operation thanks to an agreement with the public transport Measures for biqcles and scooters In those areas allowing it, the encouragement to use bikes or scooters can be particularly effective. In the first case, beyond the presence of bike ways, the company can create simple facilities to solve everyday problems linked to the use of that mean of transport. Politics of available car PAS Companies are often obliged to provide their offices with car parks for workers only. But if the company has no space to do so, it should think of an optimal use of the areas available. Inceti ves for workers All initiatives part of the commuting plan should take into consideration some incentives in order to obtain a widespread support. Incentives can be of two different types: economic and not economic. The company mobility manager has to try to change or to elirnimte commuting by the decrease of the number of traveling vehicles or by the reduction of cars in the rush hours Other ways are represented by teleworking (where possible) and the modification of working hours. Benefits of the home-work commuting plan can be of two types: direct and indirect. In the first case. workers as well as the company have immediate and concrete facilitation. In the latter case. economic and not economic benefits come from the effects of the mobility plan.

6 104 [. /1?,//7 7r[l/1.Ypol f illt/7@.21s/ (?17rl/~1 4 Mobility management in the town of Lecco The province of Lecco was highly industrialised in those suburbs strictly linked to the town up to the middle of last century. In the last ten years, this kind of production has led to an important dispersion in the territory both concerning the type of production and the size of all kinds of inwes A survey was carried out by us in different administrations. According to the results, there is only a limited number of private and public companies and industries in the metropolitan area of Lecco that could potentially take part to the project. But there is a need of a mobility manager to ease the traffic flow still overcrowding Lecco metropolitan area. This is the reason way it is suggested to acquire information in all public and/or private companies distributing questionnaires to the employees enquiring about: Number of employees Origin and destimtion of systematic commuting of each employee The mean of transport used for the travel The time required to cover the whole distance The possibility of introducing a mobility manager dealing with all the homework commuting of employees will be analysed in a second phase. The proposed questionnaire should include information about: a) Home address b) Working place with complete address c) Age and sex; d) Time schedule: time of departure from home; time of arrival at the working place, time of departure from work and of arrival at home at the end of the in case, specify time of the lunch break (for those who go home for lunch or similar); e) Means of transport: write the mean of transport used to cover the distance (or the means, if more than one, in the right order). Spec@ if you drive the mean of transport used or if you area passenge~ f) Parking: type of parking for those who travel with their own vehicle; home-work distance; g) Time required to cover the distance; h) The reason for the choice of that mean of transport; i) Judgement on the quality of the trip, 1)Worker s subjective perception of the monthly cost to commute to work. References 1. Cascetta E. Teoria e rnetodi dell ingegneria dei sistemi di trasporto, UTET Torino De Luca M. Tecnica ed economia dei trasporti, CUE.V Napoli i 992

7 L rban Transport in the 21st Cerztun ATTACH PROVINCIA DI LECCO ORIGIIWDESTINATION SURVEY INTERVIEWS FOR BUSSES Reserved to the office Station 1) Name of Railway line.: 2) Time of arrival/departure:, 3) 1 1) ORIGIN/DESTINATION THE TRIP AND REASON FOR 1. Where are you coming from? I Home 1 I ITourism Usual working place 2 Hospital (treatments) Unusual working place 3 Public.ffice- School (student) 4 Station 9 Shops 5 Personal reasons 10 I 2.Place of origin 4) (if possible, write the address)

8 2. 3.Where areyou going? Home 1 Tourism 6 Usual working place 2 Hospital (treatments) 7 Unusual working place 3 Public Officec 8 School (student) 4 Station 9 Shops 5 Personal reasons ) 4. Destination (if possible, write the address) 7) II) KNOWLEDGE OF THE INTEGRATED TRANSPORT SYSTEM 5. Do you know the integrated transport system (bus/train) and do you use it? He/She knows it: and use it doesn t know it_ and doesn t use it 8) 6. Do you know the integrated ticked (one ticket only) and do you use it? He/She knows it: and use it_ doesn t know it_ c).) and doesn t use it

9 L rbcm Transport in the 21st Centun III) TRAVELING MODALITY 7. Which means of transport have you mainly used to go to the station Ell By foot Motorbike/ bike car Bus 10) If the person interviewed uses his/her own vehicle: 7BIS. Wheredo youparkyourcar/motorbike? Free parking area Parking (not free) 11) 8. How long does it take you to park? Less than 5 min. between 5 and 10 min. more than 10 min... 12) IV) HOW OFTEN DO YOU TRAVEL A WEEK IN 8. How often do you travel along this itinerary in a week? 13)

10 108 [>./ta/j 7ramport i/7 rile2/s[( e~m{)? V) ECONOMIC EVALUATION 9. In your opinion, the cost of the trip is: Excessive Fair Insuillcient 14). VI) TIME REQUIRED TO COVER THE DISTANCE 10. In your opinion, the time required for your trip is : Excessive Fair Insufficient 15) VII) WAITING TIME 11. The waiting time for the train is: Excessive Fair _ Insufficient 16) VIII) SERVICE QUALITY 12. In your opinion, the quality of the service oflered is: Insufficient Sufficient _ Good Excellent 17).