appraisal prof. francesc robusté cenit washington dc, january 26, 2011 urban transport
TRANSCRIPT
Appraisal
Prof. Francesc Robusté
CENIT
Washington DC, January 26, 2011
URBAN TRANSPORT
Urban Transport
2
PRESENTATION CONTENT
CENIT (Barcelona Tech)
KPI’s for urban mobility
Appraisal
Background of CENIT interesting for the WB
Urban Transport
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Aim of CENIT: generation and transmission of knowledge about transportation
European Commission (DGTREN) Spanish DoT CEDEX Spanish Ministry of Education & Science Government of Catalonia
Catalan Traffic Service Barcelona City Council Metropolitan Transport of Barcelona (bus operator) Port of Barcelona Abertis
Center for Innovation in Transport (CENIT) created in 2001 (2011: 10 years of innovation)
Consortium Technical University of Catalonia (Barcelona Tech) + regional government
10% of public finance; 90% or turnover from competitive calls, companies and institutions
CENIT presentation
Urban Transport
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60%
23%
8%
10%
43% Civil Engineers
Administration
CSc & technicians
BSc
Engineers
CENIT leads transport research in Spain and cooperates with international experts
83 % of staff are BSc and engineers18% of staff are PhD and teach at Barcelona Tech36% women
CENIT RDi in Transport: system, service, scientific perspective
Francesc Robusté Director of Transportation Dept.
Jaume BarcelóDirector of Mobility and ICT Dept.
Mateu TurróDirector of Transport Financing Dept.
Multidisciplinary and young team of 40 people
Scientific / quantitative approach Professional experience in implementations Social, energy and environmental awareness
CENIT presentation
Urban Transport
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Papers published in prestigious journals:
– Transport Research parts A, B, C, D, E– Transportmetrica– Transportation Science– IEEE– Transportation Research Record
Continuous training and improvements with exchanges and post-doc stays and sabbaticals:
– University of California Berkeley– Massachusetts Institute of Technology – Rensselaer Polytechnic Institute– Leeds University
Research dissemination at both Spanish and international level:
– Transportation Research Board Congress– Pan-American Congress– World Congress on Transport Research– International Symposium on Transportation and Traffic Theory– Spanish Transport Engineering Congress
Internationally renowned scientific research and dissemination
CENIT presentation
Urban Transport
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Implementation of cutting-edge research in Barcelona with the Volvo’s Centre of Excellence for Future of Urban Transport (UC Berkeley):
– RetBus– Macroscopic Fundamental Diagram for traffic
International agreements between CENIT and other transport research centers:
– ITS center Tokyo– Urban Transport Systems Laboratory, EPFL, Lausanne– Rensselaer Polytechnic Institute– LET, Lyon– Universidad Pontificia Bolivariana, Bucaramanga
CENIT is member of the European Conference of Transports Research Institutes (ECTRI)
CENIT joins important initiatives and innovation projects in urban mobility at international level
CENIT presentation
Urban Transport
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• XXIst century will likely be characterized by urban mobility• +50% of the world population lives in urban areas• Congestion problems: costs, accidents and climate change• Urban mobility has significant relation to GNP of a region
ICT bring emphasis in the operations and management: Intelligent Cities
Urban mobility is a key factor for the competitiveness of metropolitan regions
Tactical
Civil Industrial ICT
Strategic
Operational Systems’ approach for complexity: operations, economics, demand behavior, appraisal, regulation, sustainability, finance…
Urban mobility is complex
Urban Transport
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Urban mobi-lity modes
Urban mobility modes: are they a partition ?
Cars - traffic (congestion)
Public Transport: bus, BRT, LRT, metro
Taxis
Freight distributions
Bicycles
Pedestrians
CENIT expertise
CENIT expertise
pedes-trian
bicycle car motor-cycle taxi bus
LRT metro commuterrail
Eco-mobility PV Transit
Rail
“BiCiNg” carsharing
BRT
HOV
shared / public
Urban Transport
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Conjoint / coupled layout, operations and pricing (1)
KPI’s for Urban Mobility
City Structurehow we use space
Mobilityhow we move thru space
Accessibility
Network Vehicle Density
Yokohama
SFO
NairobiNet
wor
k F
low
Cities are genericUrban mobility is generic(systems approach)
Functional parameters to describe mobility
Urban Transport
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Conjoint / coupled layout, operations and pricing (2)
KPI’s for Urban Mobility
0 0.25 0.5 0.75 1 1.250
0.25
0.5
0.75
1
1.25
Transit
Mix
1
1
CarStreet space
DemandAC PT
AC PC
$/q(PT) $/q(PC)
q(PC)q(PT)
Any investment improving the car network, gives higher generalized costs (equilibrium) for all the users (Mogridge’s Paradox)
According to vehicle footprint, street space,
demand and unit social costs, efficient mobility
supply can be provided
Urban Transport
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Distribution of taxicab demand, revenues and supply according to hours
KPI’s for taxi
INGRESSOS SEGONS FRANJA HORÀRIA
0
5
10
15
20
25
30
35
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23
HORA
€
FEINER
DISSABTE
DIUMENGE
ISC dels diferents atributs
0
1
2
3
4
5
6
7
8F
acilitat d
e trobar
taxis
els
festius
Facilitat de trobar
taxis
per la n
it
Preu d
el
despla
çam
ent
Facilitat de trobar
taxis
a les p
arades
Info
rm
ació
del
recorregut
Facilitat de trobar
taxis
per la tarda
Facilitat de trobar
taxis
pel m
atí
Nete
ja d
el vehic
le
Am
abilitat del
conducto
r
Confo
rta
bilitat del
vehic
le
Form
a d
e c
onduir d
el
conducto
r
CSI = 5.9
OFERTA DE TAXIS A L'AMB
0
1.000
2.000
3.000
4.000
5.000
6.000
7.000
8.000
HORA
Nº
de
taxi
s
FEINERS
DISSABTE
DIUMENGE
Urban Transport
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KPIs for evaluating Barcelona TAXI’s performance
• Accuracy of KPIs depends on the statistical significance of the taxi sample (37 out of 10,000)
• KPIs depend on many factors: time of day, taxi performance, zone, day of week, month…
• KPIs have been calculated for every hour of week
Taxi empty 1
Taxi empty 2
Startservice
Startservice
Endservice
Endservice
Service 1 Service 2
Hour i Hour i +1
TAXI j
KPI’s for taxi
Urban Transport
13
Key Performance Indicators :
• Gross income per hour• Services per hour• Distance in service• Distance “empty”• Time vacant• Time between services• Average service fare• Average service distance• Average service duration• Average speed• Annual kilometres• Annual gross income
0,00
0,50
1,00
1,50
2,00
2,50
3,00
Nom
bre
de c
arr
ere
s
Franja horària
Working dayaverage:1.78 services/h
Working dayaverage1.74 services/h
Time
Num
bero
f ser
vice
s
10
12
14
16
18
20
22
24
10
12
14
16
18
20
22
24
26
28
30
6h
-7h
7h
-8h
8h
-9h
9h
-10
h
10
h -1
1h
11
h -1
2h
12
h -1
3h
13
h -1
4h
14
h -1
5h
15
h -1
6h
16
h -1
7h
17
h -1
8h
18
h -1
9h
19
h -2
0h
20
h -2
1h
21
h -2
2h
22
h -2
3h
23
h -0
h
0h
-1h
1h
-2h
2h
-3h
3h
-4h
4h
-5h
5h
-6h
Inco
me
pe
r h
ou
r (
€)
Tim
e b
etw
ee
n s
erv
ice
s (m
in)
time between services
annual average time
Income per hour
A
B
C
Indicator 2007 2009
Income per hour 19.42 € 17.65 €
Number of services per hour
2.19 services
1.88 services
Average service time 13.65 min 12.56 min
KPI’s for taxi
KPIs for evaluating Barcelona TAXI’s performance
Urban Transport
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• How much should a taxi driver earn? • Our methodology calculates:
– Costs:
– Annual Income
Diesel comsumptionMainteinance costsParkingAmortization...+Salary A basic salary is
included in the definition of costs
The number of km per hour and year is the main indicator to calculate costs
Profitability:Return On Equity adapted to taxi owners.The asset is the taxi license.
The “Reasonable Profitability” is a orientative value given by the Central Spanish Bank for Small and Medium Enterprises (SME)
2009 results:• Annual average incomme: 42,379 €• Annual average costs (with salary): 36,175 €
• Benefits: 6,204 € • Desired benefits to reach a “Reasonable
Profitability”: 6,484 €
Basic information to manage Supply-Fare issues
KPI’s for taxi
“Reasonable business” profitability
Urban Transport
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KPIs for PUBLIC TRANSPORT in Barcelona Metropolitan Area
TAI: Territorial Accessibility Indicator
SAI: Service Accessibility Indicator
IQI: Internal Quality Indicator
GSI: Global Service Indicator
Comfort
Frequency
Bus-stops density
RQI: Route Quality Indicator Speed
Indicators Attributes
KPI’s for transit
Urban Transport
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TAIm=22,7 bus-stops/km2
C=0,61
RQIm= 11,7 km/hCV=0,10
KPI’s for transit
KPIs for PUBLIC TRANSPORT in Barcelona Metropolitan Area
Urban Transport
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OBJETIVE INDICATORS
Objective and perceived KPIs for traffic congestion characterization
10*24
11
24
11
itit
n
i
itititit
n
i
IHL
NCIHLIOC
10
24
11
24
11
itt
n
i
ititt
n
i
IH
IHIOAD
10
1
1
i
n
i
diai
n
i
L
LIOAR
Objetive indicator of network effects (IOAR)
10
24
24
11
nIOAT
itt
n
i
Indicator of temporal effects (IOAT)
Indicator of demand effects (IOAD)
Objetive Congestion indicator (IOC)
Indicator of intensity of demand impact (IOID)
24
24
11
n
NCIOID
ititt
n
i
Indicator of topology
eqrkmhabArea
lenghtRoadI *
/000.20
_log10
2
KPI’s for traffic - congestion
Urban Transport
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SUBJECTIVE INDICATORS
Subjective indicator of demand effect (ISAD)
Subjective indicator of temporal effects (ISAT)
Subjective indicator of intensity of impact demand (ISID)
Subjective indicator of network effects (ISAR)
SURVEYS
KPI’s for traffic - congestion
Objective and perceived KPIs for traffic congestion characterization
Barcelona Madrid Sevilla Valencia Bilbao0123456789
1.79 2.01 1.76 1.55 1.47
5.99 6.06 6.65.27 5.89
IOC-ISC
ISC
IOC
Urban Transport
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Implemented policies for improving urban freight distribution
KPI’s for freight distribution
Urban Transport
20
Urban freight distribution operations and use of L/U parking
KPI’s for freight distribution
OPERACIONS SETMANALS/HA
Més de 350 (42)250 a 350 (33)150 a 250 (49)
50 a 150 (68)Menys de 50 (46)
(10)
OPERACIONS DE DISTRIBUCIÓDE MERCADERIES
Urban Transport
21
Loading and unloading parking space deficit in Barcelona
KPI’s for freight distribution
Urban Transport
22
European Parliament, 2010 (under publication)
Future of Urban Transport
Most of the innovation in urban mobility will come from the re-engineering of old concepts with the help of ICT: success or failure of implementation will depend on a package of ‘soft’ management measures that involve understanding stakeholder behavior and managing the system in an integrated, efficient and dynamic (real-time) way, rather than on ‘hard’ physical infrastructure or new vehicles. New energy sources for vehicles are tactical changes; however, the physical or functional aspects of overcoming a certain distance at a certain speed will remain.
Urban Transport
23
Objective: give a city a “grade” about mobility and follow it
Towards a KPI of Urban Mobility (1)
Attributes (some measured):• Unit social cost of overcoming a distance ($/pax-km)
− Mobility behavior patterns− Land use patterns and city planning issues
• Space distribution• Time distribution• Modal split• Safety• Reliability• Sustainability• (Energy)• (Emissions)• (ICT technology)• Social equity: income, gender, MRP (universal accessibility)• Perception (weights from local surveys)
Policy objectives?
Measure attributes
Decide some weights
Aggregate Mobility Indicator(similar to CSI in transit)
Urban Transport
24
Objective: give a city a “grade” about mobility and follow it
Towards a KPI of Urban Mobility (2)
CSI in
transit
Urban Transport
25
What is the “optimal” transport mode for a given corridor?
KPI for a corridor
0
2
4
6
8
10
12
14
16
Viatgers/dia
Mili
on
s d
'eu
ros
Autobús Ferrocarril
0
2
4
6
8
10
12
14
16
Viatgers/dia
Mili
ons
d'eu
ros
Autobús Ferrocarril
0
2
4
6
8
10
12
14
1 60
120
180
240
300
360
420
480
540
600
660
720
780
840
900
Viatgers/dia
Mili
on
s d
'eu
ros
Autobús Ferrocarril Vehicle Privat
Urban Transport
26
• Socio-economic appraisal of transport projects:
Political input and/or decisions
Many stakeholders and interests
Dealing with an investment proposal
Appraisal (CBA + MCA integration): our approach
“In front of huge problems, let’s bring small solutions”
• In front of a complex system with many stakeholders and cross-perspectives, we claim for:
Simple and transparent appraisal methods
We should underline the process more than the algorithm or a particular outcome
Appraisal
Avoid black boxes or apparently sophisticated methods with leaks
Urban Transport
27
Financial analysis Hierarchy (AHP, nested logit)
Many options that are complementary
ELEMENTS
Multicriteria Anal.
Weights (Delphi)
Partial evaluation
Goal programming Multi-objective programming Group DSS
F2
F1
ENGINEERS
ECONOMISTS POLITICIANS
PLANNERS Qualitative Over-classification (Electre) Utility: U:Em [0,1]
PARTIAL EVALUATION E’ij
ALTERNATIVES (n)
CRITERIA (m)
CBA Costs Benefits
Appraisal
Risk analysis
Sensitivity analysis
Urban Transport
28
Contribution to transport projects appraisal
• Effect-stakeholders matrix, applicable to several typologies of transport projects (highways, ports, airports, railways, freight centers and urban projects) to appraise their distributional effects
• Visualization of all the effects: transfers, winners, losers...
• Active cells• Cell zooming• Relevant cells• Tool for efficient and transparent decision making
Appraisal
• Mix: benchmarking
Urban Transport
29
OT
HE
R
MO
DE
S
Infr
astr
uctu
re
CELL CLASSIFICATION
STAKEHOLDERS
USERSTRANSPORT SERVICE
OPERATORS
INS
UR
AN
CE
CO
MP
AN
IES
CONTRACTORS AND SUPPLIERS
NON-USERS (external)
GOVERNMENT
EFFECTS
LO
CA
L
RE
GIO
NA
L-
(Cata
lan G
overn
ment)
Supers
tructu
re
Ele
ctr
ific
ation a
nd s
ignalli
ng
Rolli
ng s
tock
LO
CA
L
ALTERNATIVE MODES
EU
Passenger_
FG
C
Passenger_
RE
NF
E
Bus
Car
FG
C
RE
NF
E
Bus o
pera
tor
RE
GIO
NA
L
NA
TIO
NA
L -
(S
panis
h G
overn
ment)
RAIL
USER SERVICE
FaresTravel timeReliability of serviceComfortSafety/Accidents - (financial/economic)
Consumer surplus (new traffic)
RAIL LINES
OPERATION
DIRECTVehicle operating costs
INDIRECT
Operating personnelFacilities operations Overhead management (headquarters)Subsidies
SuperstructureStations and terminalsGarage and repair facilities
Taxes
Fuel and energy taxesTaxes
MAINTENANCE (Routine)
Infrastructure+superstructureRolling stock
Rolling stock (vehicles)Residual value
ASSETS
INVEST-MENT
Land value
Infrastructure
EXTERNAL EFFECTS
ENVIRON-MENTAL
NoiseAir pollutionClimate changeUse of space
TERRITORIAL DEVELOPMENT
SE MATRIX FOR FGC LINE EXTENSION IN SABADELL
Incidence matrix (effects-stakeholders)
INCIDENCE MATRIX
Appraisal
Urban Transport
30
Appraisal process – Methodology flowchart
• Effects vs. stakeholders
• Incidence matrix (SE)
• Active cells
• Cell expansion
• Transfers: cancel out in each row
• Relevant cells Cell coloring
• Segment of preference (f + se)
• NPV by rows and columns
• Sensitivity and risk analysis
Appraisal
Urban Transport
31
Incidence matrix – Active cells
OT
HE
R
MO
DE
S
1_1 1_2 1_3 1_5 1_6 1_7 1_8 1_15 1_16 1_172_1 2_2 2_3 2_43_1 3_2 3_3 3_44_1
5_1 5_2 5_3 5_4 5_5 5_6 5_7 5_8 5_13 5_14 5_15 5_16 5_17
6_1 6_2 6_3 6_47_4 7_5 7_6 7_7 7_8
8_5 8_6 8_7 8_89_5 9_6 9_7 9_810_5 10_6 10_711_5 11_6 11_7 11_15 11_16 11_17
12_4 12_5 12_6 12_7 12_1713_5 13_6 13_7 13_17
14_5 14_13 14_15 14_16 14_17
15_5 15_9 15_15 15_16 15_17 15_1816_5 16_10 16_11 16_15 16_16 16_17 16_1817_5 17_10 17_11 17_15 17_16 17_17 17_1818_5 18_12 18_15 18_16 18_17 18_1819_5 19_12 19_15 19_16 19_17 19_1820_521_5 21_9 21_10 21_11 21_12 21_15 21_16 21_1722_5 22_9 22_10 22_1723_5 23_12 23_17
24_1325_13 25_14
26_1427_1328_13 28_14
CELL CLASSIFICATION
STAKEHOLDERS
USERSTRANSPORT SERVICE
OPERATORS
INS
UR
AN
CE
CO
MP
AN
IES
CONTRACTORS AND SUPPLIERS
NON-USERS (external)
GOVERNMENT
RAIL LINES RAIL
Infr
astr
uctu
re
Sup
erst
ruct
ure
Car
FG
C
RE
NF
E
Bus
ope
rato
r
LOC
AL
RE
GIO
NA
L- (
Cat
alan
Gov
ernm
ent)
NA
TIO
NA
L -
(Spa
nish
Gov
ern.
)
EU
Ele
ctrif
icat
ion
and
sign
allin
g
Rol
ling
stoc
k
LOC
AL
RE
GIO
NA
L
Pas
seng
er_
FG
C
Pas
seng
er_
RE
NF
E
BusCost/benefit
SE MATRIX FOR FGC LINE EXTENSION IN SABADELL
(Active cells)
ALTERNATIVE MODES
USER SERVICE
FaresTravel timeReliability of serviceComfort
Safety/Accidents - (financial/economic)
Consumer surplus (new traffic)
OPERATION
DIRECTVehicle operating costsOperating personnelFacilities operations
INDIRECT
Overhead management (headquarters)SubsidiesFuel and energy taxesTaxes
ASSETS
INVEST-MENT
Land value
InfrastructureSuperstructureStations and terminalsGarage and repair facilitiesRolling stock (vehicles)Residual valueTaxes
MAINTE-NANCE (Routine)
Infrastructure+superstructureRolling stock
EXTERNAL EFFECTS
ENVIRON-MENTAL
Noise Air pollutionClimate changeUse of space
TERRITORIAL DEVELOPMENT
Appraisal
Urban Transport
32
Incidence matrix – Cell expansion
OT
HE
R
MO
DE
S
1_1 1_2 1_3 1_5 1_6 1_7 1_8 1_15 1_16 1_172_1 2_2 2_3 2_43_1 3_2 3_3 3_44_1
5_1 5_2 5_3 5_4 5_5 5_6 5_7 5_8 5_13 5_14 5_15 5_16 5_17
6_1 6_2 6_3 6_47_4 7_5 7_6 7_7 7_8
8_5 8_6 8_7 8_89_5 9_6 9_7 9_810_5 10_6 10_711_5 11_6 11_7 11_15 11_16 11_17
12_4 12_5 12_6 12_7 12_1713_5 13_6 13_7 13_17
14_5 14_13 14_15 14_16 14_17
15_5 15_9 15_15 15_16 15_17 15_1816_5 16_10 16_11 16_15 16_16 16_17 16_1817_5 17_10 17_11 17_15 17_16 17_17 17_1818_5 18_12 18_15 18_16 18_17 18_1819_5 19_12 19_15 19_16 19_17 19_1820_521_5 21_9 21_10 21_11 21_12 21_15 21_16 21_1722_5 22_9 22_10 22_1723_5 23_12 23_17
24_1325_13 25_14
26_1427_1328_13 28_14
CELL CLASSIFICATION
STAKEHOLDERS
USERSTRANSPORT SERVICE
OPERATORS
INS
UR
AN
CE
CO
MP
AN
IES
CONTRACTORS AND SUPPLIERS
NON-USERS (external)
GOVERNMENT
RAIL LINES RAIL
Infr
astr
uctu
re
Sup
erst
ruct
ure
Car
FG
C
RE
NF
E
Bus
ope
rato
r
LOC
AL
RE
GIO
NA
L- (
Cat
alan
Gov
ernm
ent)
NA
TIO
NA
L -
(Spa
nish
Gov
ern.
)
EU
Ele
ctrif
icat
ion
and
sign
allin
g
Rol
ling
stoc
k
LOC
AL
RE
GIO
NA
L
Pas
seng
er_
FG
C
Pas
seng
er_
RE
NF
E
BusCost/benefit
SE MATRIX FOR FGC LINE EXTENSION IN SABADELL
(Active cells)
ALTERNATIVE MODES
USER SERVICE
FaresTravel timeReliability of serviceComfort
Safety/Accidents - (financial/economic)
Consumer surplus (new traffic)
OPERATION
DIRECTVehicle operating costsOperating personnelFacilities operations
INDIRECT
Overhead management (headquarters)SubsidiesFuel and energy taxesTaxes
ASSETS
INVEST-MENT
Land value
InfrastructureSuperstructureStations and terminalsGarage and repair facilitiesRolling stock (vehicles)Residual valueTaxes
MAINTE-NANCE (Routine)
Infrastructure+superstructureRolling stock
EXTERNAL EFFECTS
ENVIRON-MENTAL
Noise Air pollutionClimate changeUse of space
TERRITORIAL DEVELOPMENT
ACTORS CEL·LA: 1_1
USUARIS
Financera LÍNIES FERROVIÀRIES
VIATGERS _ FGC
EFECTE DESCRIPCIÓ:
SERVEI A L’USUARI
VAN de la tarifa creixent que els usuaris han de pagar. Normalment cal classificar els usuaris entre existents, captats i generats.
CÀLCUL:
[∑i tarifai (€/viatger) x distribució tarifària (%)] x Trànsit (trens/dia) x Factor d’ocupació (viatgers/tren) x 365 dies/any
VALORS:
Tarifes i distribució tarifària:
Tipus de bitllet Tarifa (€/trajecte)
(2009) Distribució tarifària*
(2009) Bitllet senzill 1.89 9.85% Targeta T-10 0.99 53.79% TargetaT-50/30 0.73 16.61% Targeta T-MES 0.60 5.04% Targeta T-DIA 1.63 0.03% Targeta T-TRIMESTRE 0.65 0.94% Targeta T-JOVE 0.49 3.10% Targeta T-FAMILIAR 0.68 1.43% Targeta de pensionista 0.26 0.32% Targeta de família nombrosa (50/30) 0.83 1.07% Bitllets amb descompte (pensionista, família nombrosa, minusvàlid) 0.76 5.72% Abonaments i bitllets especials 0.66 2.13%
Tarifa mitjana ponderada 0.97 - Font: Dades de FGC (2009) * Distribució tarifària a la línia Barcelona-Vallès d’FGC l’any 2009
Increment de la tarifa = 3% (IPC + 1%)
Creixement del trànsit (trens/dia): Escenari Do-minimum: sense canvis en la quantitat de trens per dia (155
trens/dia) Escenari amb projecte: increment de la freqüència (de 6 a 10 circulacions/h
–trens cada 6 minuts–) en hora punta i trens cada 6’-7.5’ en hora normal, fins a arribar a un total de 130 trens/dia i 250 trens/dia per a trajectes interns (metro intern) i externs (metro Vallès), respectivament.
Creixement d’usuaris (usuaris/dia): Escenari Do-minimum: els usuaris incrementen al mateix ritme que l’IPC
(2%). Escenari amb projecte: increment considerable durant els 3 primers anys
des de l’entrada en servei del perllongament de la línia. Posteriorment, l’increment s’alenteix i s’alinea amb l’increment de l’IPC (2%).
Factor d’ocupació: 151 usuaris per tren (font: dades reals d’FGC) durant el primer any. Anys posteriors: consideració de l’increment d’usuaris (2%) i del nombre de trens per dia, excepte pel període 2012-2014, en què es preveu un major increment en el nombre d’usuaris d’FGC, degut a l’increment d’usuaris captats de RENFE, de l’autobús i del cotxe cap a FGC i degut també a l’increment en usuaris generats.
COMENTARIS:
TA
RIF
ES
Les tarifes quantificades en aquest apartat inclouen transport, assegurança i taxes (IVA, per exemple). El total de les tarifes addicionals que han de pagar els usuaris (un número negatiu) ha de quedar reflectiu com un valor positiu a la cel·la corresponent als ingressos addicionals pels operadors i taxes addicionals pel govern nacional (on també cal afegir-hi les taxes de RENFE i les tarifes dels bitllets d’autobús).
Appraisal
Urban Transport
33
Incidence matrix - NPV by rows and columns
OT
HE
R
MO
DE
S
-42 20 22 40 -19 -20 0 0-113 59 39 68
0 1 0 0380 0 0 25 0 0 0 9
23
11 0 0 0 -11 07 -2 0 0 -5
0 0 0 0
0 7 -7
0-58 61
0
800 0
12,49 64,815,6%
0
USER SERVICE
Rolling stock (vehicles)
Safety/Accidents - (financial/economic)
Reliability of serviceComfort
Infrastructure
OPERATION
Operating personnel
Overhead management (headquarters)
Fuel and energy taxesTaxes
SuperstructureStations and terminals
-2
-25Garage and repair facilities
RE
GIO
NA
L -
(Cat
alan
Gov
ernm
ent)
NPV (cells x 1 M current €)P
asse
nger
_ F
GC
Pas
seng
er_
RE
NF
E
Bus
Car
FG
C
RAIL
INCIDENCE MATRIX FOR LINE UPGRADING
Rolling stock
Consumer surplus (new traffic)
Subsidies
Fares
LOC
AL
Travel time
Facilities operations
INDIRECT
Vehicle operating costs
1
ENVIRON-MENTAL
NoiseAir pollutionClimate change
TERRITORIAL DEVELOPMENT
ALTERNATIVE MODES
MAINTENANCE (Routine)
Residual valueTaxes
DIRECT
19,80 38,98IRR
ASSETS
INVEST-MENT
Land value
Use of space
EXTERNAL EFFECTS
NP
V T
OT
AL
per
EF
FE
CT
8,69
NPV TOTAL per STAKEHOLDER 432,29 -454,36 15,60
-3Infrastructure+superstructure
CELL CLASSIFICATION - SABADELL
STAKEHOLDERS
USERSTRANSPORT SERVICE
OPERATORS
INS
UR
AN
CE
CO
MP
AN
IES
CONTRACTORS AND SUPPLIERS
NON-USERS (external)
GOVERNMENT
RAIL LINES
Cost/benefit
NA
TIO
NA
L -
(Spa
nish
Gov
ern.
)
EU
RE
NF
E
Bus
ope
rato
r
RE
GIO
NA
L
LOC
AL
Infr
astr
uctu
re
Sup
erst
ruct
ure
Ele
ctrif
icat
ion
and
sign
allin
g
Rol
ling
stoc
k
285
-40 0 0
00
4
17-338
3
416,45
-13,74
-346,59
0
0
• Distributional effects:
Appraisal
Urban Transport
34
• Applicable to all transport projects typologies: (even to non-transport related projects)
Railway projects
Highway projects
Port projects
Airport projects
Improvement of an existing line Line restoration Traffic jams elimination Line electrification Cross-level elimination Line extension
Line reopening Line closure New HSL Investments in interoperability Improvement of rail terminals Connections to ports, airports and terminals
Road pricing, new bus services, capacity expansion, safety...
Port enlargement, concession, …
Construction/expansion of terminal, baggage handling…
Strengths and transportability
• Comprehension of distributional effects: Impacts and benefits for the different users & society
Appraisal
Urban projects Construction/expansion of terminal, baggage handling…
META, GESTA
Urban Transport
35
• Application to tramway and metro projects financed by EIB:
DSS for financial acceptability screening
Appraisal
- Analysis of financed projects- Continent / areas- Country- Mode- Project types- Detect outliers
A DSS for financial screening
AppraisalGraphical tools in MCA (1)
w1
w2
w3
w1 + w2 + w3 =1
A1
A2
A3
w1w2
w3 A4
A5
A6
A7
A8
A1
A2
A3
w1w2
w3
36
Appraisal
37
Área(Aj)1
ejk
k
1
0
50
100
150
200
Carreteras
Autopistas
Aeropuerto pasajeros
FC convencional
FC alta velocidad
Aeropuerto mercancías
GHP (from AHP)
Graphical tools in MCA (2)
Urban Transport
38
Background of CENIT perhaps interesting for the WB
URBAN MOB ILITY
Urban Transport
39
Background of CENIT perhaps interesting for the WB
ECONOMIC IMPACT OF AIRPORTS
LOGISTICS : Physical Distribution, SCM, eLogistics, Logistic platforms, Logistic Activity Zones LAZ in ports, many-to-many distribution optimization
APPRAISALAIRPORT SYSTEM CAPACITY
AIRPORTACCESS
Guidelines for logistics centers and LAZ in ports
LAZ, LC & training in Mediterra-nean (EIB)
Appraisal
Thank you for your attention!
Prof. Francesc Robusté [email protected]
Dr. Sergi Saurí [email protected]
Dr. Marta Sánchez-Borràs [email protected]