the ecopass model in the city of milan - oecd · development of bicycle mobility 7. increasing...
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OECD/ITF Global Forum on Sustainable Development
Transport and Environment in a Globalising World
THE ECOPASS MODEL
IN THE CITY OF MILAN
Guadalajara Mexico, November 10-12 2008
Edoardo Croci
Mobility, Transport and Environment Deputy Mayor
of Milan Municipality
IEFE - Bocconi University Research Director, Milan
MILAN
Area: 181.76 km²
Population: 1.308.000
Population density: 6,988 people/km2
City capital of
Lombardy Region
AREA: kmq
16,000
POPULATION:
9.000.000
MILAN ISOCHRONE 1 HOUR FROM CITY CENTER - 2008
.MILAN TRAFFIC MODAL SPLIT (FREIGHT EXCLUDED)
Trips between Milan and the
Metropolitan Area
Trips within Milan 49,7%%
50,3 %
4.061.000 daily trips
66%
32%2%0%
Trips between Milan and the Metropolitan
Area
Trips within Milan
5%1%
47%
47%PUBLIC TRANSPORT
CARS AND MOTORBIKES
BYCICLES
OTHER
.
.
MILAN TRANSPORT SYSTEM – NETWORK 2008
Railway:
Metro:
Tramway:
Trolley bus:
Bus:
8 lines (“S” lines)
3 lines (M1 – M3 – M3)
19 urban lines
2 suburban lines
4 urban lines
58 urban lines
46 suburban lines
Length: 282 km
Length: 75,5 km
Length: 187 km
Length: 24,4 km
Length: 40,8 km
Length: 464 km
Length: 492 km
MAIN REGIONAL NETWORK
MAIN URBAN & SUBURBAN NETWORK
MAIN URBAN & SUBURBAN NETWORK
URBAN CIRCLE LINES NETWORK
LOCAL NETWORK
(Surface railroad length: 185,5 km)
(“Passante” underground railroad lenght: 11,5 km)
Total: 140 lines 1565,7 km
.MILAN STRATEGY FOR MOBILITY AND THE ENVIRONMENT
One of the main goals of Milan environmental policy is to fight air pollution and
more specifically fine particulate concentration.
Milan has adopted a strategy for sustainable mobility, health and
environment with the aim of taking effective action in improving environmental
conditions, health and quality of life for people living and working in the Milan
area.
The City of Milan is located
in an area with poor
conditions for the natural
dispersion of pollutants,
favoring a high recurrence
of exceedances in air
pollutants.
Image from: http://aqm.jrc.ec.europa.eu/POMI/background.html
AIR QUALITY IN MILAN
PM 10 Air quality EU limits:
• 50 µg/m3, not to be exceeded more than 35 times a year as 24-hour limit value
•40 µg/m3 as mean annual limit value.
In Milan from 2005 to 2007 :
•this limit was exceeded more than 120 times in a year
•annual mean values ranged between 51 µg/m3 and 54 µg/m3
PM 10 IN THE CITY OF MILANPM 10 IN THE CITY OF MILAN
Image source: Vainio M.
(2004), Fine particles in the
framework of the CAFE
Programme
LIFE EXPECTANCY LOSS (N. OF MONTHS) ATTRIBUTABLE TO PM 2.5 EXCEEDANCES
MILAN PM 10 EMISSION INVENTORY
Image source: Report on the State of the Environment in Milan 2007
.SUSTAINABLE MOBILITY
The strategic areas of intervention identified by the administration involve:
1. Increasing the use of Public Transport
2. Development of on-demand public transport systems
3. Fare integration and electronic ticketing
4. Rationalisation of urban traffic
5. Extension of parking regulations
6. Development of bicycle mobility
7. Increasing interchange parking lots
8. Rationalisation of urban goods distribution
9. Improvement of road safety
10. Increasing car sharing services
11. Development of info-mobility
12. Encouraging use of vehicles with zero or low environmental impact
13. Introduction of a Pollution Charge - ECOPASS -
.
ECOPASS is a daily entrance charge (7.30 am – 7.30 pm working days) to
access the city center by passenger and freight vehicles.
The charge is commisurated to PM 10 tail emissions.
Ecopass aims at reducing congestion, concentrating reduction on most
polluting vehicles.
ECOPASS
Italian Laws allow Municipalities to limit circulation to determined areas and to
apply fees to access these areas.
ECOPASS is based on the polluter pays” principle”.
JURIDICAL BASIS OF ECOPASS
.
.
ECOPASS AREA
8.2 km2 (4.5% of city territory)
43 toll entrance gates
ECOPASS AREA
ECOPASS CLASSIFICATION CRITERIA
0 100 200 300 400 500 600 700 800 900 1000 1100 1200
auto GPL pre-Eauto GPL Euro
auto metano pre-Eauto metano Euro
auto biodieselmerci GPL
merci metanomerci biodiesel
auto benzina E III-IV <1.4 lauto benzina E III-IV 1.4-2.0 l
merci leggeri benzina E IIII - IVmerci leggeri diesel E IV+FAP
auto benzina E III-IV >2.0 lauto diesel E IV+FAP
auto benzina E II <1.4 lmerci leggeri benzina E IIauto benzina E II 1.4-2.0 l
auto benzina E II >2.0 lauto benzina E I <1.4 l
merci diesel 3.5-7.5 t E IV+FAPauto benzina E I 1.4-2.0 lmerci leggeri benzina E I
merci diesel > 16 t E IV+FAPmerci diesel 7.5 - 16 t E IV+FAP
auto benzina E I >2.0 lmerci diesel 3.5 - 7.5 t E IVauto benzina pre-E 1.4-2.0 l
auto benzina pre-E >2.0 lmerci diesel > 16 t E IV
auto benzina pre-E <1.4 lmerci leggeri diesel E IV
merci leggeri benzina pre-Emerci diesel 7.5 - 16 t E IV
auto diesel E IVmerci leggeri diesel E III
auto diesel E IIIauto diesel E I
auto diesel E IImerci leggeri diesel E I
merci leggeri diesel E IImerci diesel 3.5 - 7.5 t E IIImerci diesel 3.5 - 7.5 t E II
merci diesel > 16 t E IIImerci diesel 7.5 - 16 t E III
merci diesel > 16 t E IImerci diesel 3.5 - 7.5 t E I
auto diesel pre-Emerci leggeri diesel pre-Emerci diesel 7.5 - 16 t E II
merci diesel 3.5 - 7.5 t pre-Emerci diesel 7.5 - 16 t E I
merci diesel > 16 t E Imerci diesel 7.5 - 16 t pre-E
merci diesel > 16 t pre-E
11
11
11
11
22
22
22
22
22
33
33
33
34
44
44
44
44
44
55
55
55
55
55
55
55
55
55
F.E. PM10 (mg/km)
Exhaust PM 10
emission
factors are
taken from
EMEP/CORINA
IR Emission
Inventory
Guidebook that
makes
reference to the
COPERT4
methodology
for road
transport
ECOPASS CLASSIFICATION CRITERIA
Class Main vehicle category PM10 (mg/km) Charge
Class 1 Low Emission Vehicles = 0 euro
Class 2
- petrol Euro 3 and Euro 4
- diesel Euro 4 with particulate
filter
<= 10 mg/km 0 euro
Class 3 - petrol Euro 2 and Euro 1 <= 10 mg/km 2 euro
Class 4
- petrol Euro 0
- diesel cars Euro 4 without
particulate filter, Euro 3, Euro 2
and Euro 1
- diesel commercial vehicles Euro
4 without particulate filter and
Euro 3
<= 100 mg/km 5 euro
Class 5
- diesel cars Euro 0
- diesel commercial vehicles Euro
2, Euro 1 and Euro 0
> 100 mg/km 10 euro
Tariffs have not been determined in order to eliminate externalities, but in
coherence with a realistic target of traffic reduction and of PM 10 tail emission
reduction.
Elasticity of renounce to use car to tariff has been estimated through a stated
preferences analysisbas ed on 2000 interviews to car drivers.
CHARGE DETERMINATION
Switch to Local Public Transport
Car Pooling
park&ride LPT
Two wheelers
(Motorcycle and
Bicycle)
Renounce to journey
6% 74% 7% 13%
PROPOSED ALTERNATIVES FOR EACH FEE
The area guaranteed a high level of
infrastructure and service with 28
“surface” lines, including buses,
trams and trolleybuses and three
subways lines.
39 urban and suburban lines have
been potentiated anyway since the
time of Ecopass start.
Modal split in Ecopass area
already showed a prevalence of
public transport (nearly 70%).
PUBLIC TRANSPORT IN THE AREA
Users
Payment
Management
Centre
Access
control system
Municipality
Pollution Charge
Bureau
Fine Bureau
Infocentre
Exemption
registration
Authorisation
of exemption
Payment Confirm of
payment
and billing
Vehicle plate
detection
Paying vehicles
plates
Tra
ns
itth
rou
gh
ele
ctr
on
ic t
olls
Plates to be
potentially fined
Exempted vehicles
plates
Fine emission
Archive
Users
Payment
Management
Centre
Access
control system
Municipality
Pollution Charge
Bureau
Fine Bureau
Infocentre
Exemption
registration
Authorisation
of exemption
Payment Confirm of
payment
and billing
Vehicle plate
detection
Paying vehicles
plates
Tra
ns
itth
rou
gh
ele
ctr
on
ic t
olls
Plates to be
potentially fined
Exempted vehicles
plates
Fine emission
Archive
The Ecopass system is
entirely based on an
access control system
composed of 43
electronic gateways.
The electronic
gateways have built-in
cameras that take
pictures of the license
plates of all incoming
vehicles.
Plates are identified through an OCR (Optical Character Recognition) system, for
a vehicle classification, resulting in eventual fines for unauthorized vehicles.
ECOPASS SYSTEM ARCHITECTURE
You can pay the charge the same day or the following one.
You can pay via internet, phone, ATM, bank remittance, or cash.
You can buy a single daily pass, multiple access pass, area resident discount
pass.
Failure to pay determine a fine of about 70 euros.
Free access is granted to public transport vehicles, taxis,emergency vehicles,
modeps, scooters, motorbikes,vehicles carryng disabled passengers
and/or bearing a disabled passenger badge.
SYSTEM OF PAYMENT
• Information on the website
of the City of Milan
• Radio TV and press
campaign
• Street advertising
• Leaflets
• Letter from the Mayor to all
citizens
• Variable message signs
Monitored results are communicated to the population on a monthly base.
A public consultation will be performed at the end of the first year experimental period.
ECOPASS PUBLIC COMMUNICATION
Effects of Ecopass are evaluated through the monitoring of :
A. environmental effects (changes in characteristics of circulating vehicles, traffic
emissions, pollutant concentrations, mainly PM10)
B. traffic effects (traffic flows, with their vehicles composition, congestion levels on
the road network, average speeds and times for trips)
C. public transport effects (monitoring the number of daily passengers, monitoring
quality standards, commercial speed);
D. on-road safety effects (accidents indicators, injuries indicators);
E. socio-economical effects (general economic indicators, specific retail indicators,
average estate values);
F. level of acceptance and consensus
G. economic figures (Operating costs, Income from ticketing, income from fines,
Income reinvestments, Traffic externalities)
Monitoring has the aim to provide a general framework for Ecopass assessment and
can help in the development of a Decision Support System to guide the evolutions of
Ecopass System. Ecopass is conceived as a dynamic system. Because of natural rate
of substitution of cars, in order to keep results on congestion, the scheme needs to be
periodically updated.
MONITORING
.
The deterrent effect
resulted higher than
expected. Renounce
to private car use
rates were close to
the ones obtained
with the Stated
Preferences survey,
but it is also
possible to observe
a renounce among
heavy duty vehicles.
R2 = 0, 987 8
R2 = 0, 991 2
R2 = 0,9 872
0
10
20
30
40
50
60
70
0 2 4 6 8 10 12
€
%
g
iv
in
g u
p
STA TED PREFERENCES
FO RECA ST L OW
FO RECA ST HIGHT
REA L V A LUE CA R
REA L V A LUE FREIGHT
Lo g . (REA L V A L UE CA R)
Lo g . (REA L V A L UE FREIGHT)
Lo g . (FORECA S T HIGHT)
Lo g . (FORECA S T L OW )
Lo g . (S TA TED PREFERENCES)
RESULTS
There is a
decrease in road
traffic in the
Ecopass area of
14,2%,
accompanied by a
road traffic
reduction out of the
area of
approximately 3%.
Indici di traffico destagionalizzati
50,0
60,0
70,0
80,0
90,0
100,0
110,0
Gen
naio
Feb
braio
Mar
zo
Apr
ile
Mag
gio
Giugn
o
Luglio
Ago
sto
Set
tembr
e
Traff ico in ingresso all'Area Ecopass Traff ico fuori Area Ecopass Riferimento
Index of traffic
RESULTS
The total number of vehicles
subject to fee payment
(Classes 3, 4, 5) that enter the
Ecopass area each day
decreased by 60%, which
equals 26,000 vehicles/day; of
which:
35% change of itinerary
(avoiding Ecopass area),
17% access with non-
pollutant vehicles (vehicle
substitution)
48% modal shift (renounce to
use car.
Rate of Ecopass Clas 3, 4 and 5 vehicles in Ecopass Area
43,4%
25,2% 24,0% 23,3% 22,6% 22,4% 21,0%24,8%24,9%25,3%
0,0%
5,0%
10,0%
15,0%
20,0%
25,0%
30,0%
35,0%
40,0%
45,0%
50,0%
Pre E
copa
ss
Janu
ary
Feb
ruary
March
April
May
June
July
Aug
ust
Sep
tembre
RESULTS
-20, 7% reduction of
accidents
-19,4% reduction of
accidents with injured
Accidents in Ecopass area from 7:30 am to 7:30 pm
0
20
40
60
80
100
120
140
January February March April May June
2007 - accidents with injured 2008 - accidents with injured2007 - total accidents 2008 - total accidentsi
RESULTS
-23%
-47%
-19%-17%
-15%
-50%
-40%
-30%
-20%
-10%
0%
exhaust PM10 NH3 total PM10 NOx CO2
%
The estimated mean
reduction of exhaust
particulate emissions within
the period during which
Ecopass is imposed is
about 23%, and the
reduction of ammonia
emissions (the second
pollutant chosen as
Ecopass classification
criterion) is almost 50%.
But for other main pollutants the obtained results positive too: emission reductions
are estimated between 15% and 20% for total primary PM10, nitrogen oxides and
carbon.
RESULTS
0
20
40
60
80
100
120
2002 2003 2004 2005 2006 2007 2008
0
10
20
30
40
50
60
2002 2003 2004 2005 2006 2007 2008
Mean urban PM10 concentrations between January 1st and
September 30th
Number of 50 ug/m3 exceedances for PM10 in Milan
between January 1st and September 30th
In Milan, between January 1st and
September 30th 2008:
• Number of 50 ug/m3
exceedances was 52
vs the 2005-2007 average of 82
exceedances.
• Mean urban PM10
concentrations was 38 ug/m3 vs
the 2005-2007 average of 47
ug/m3 .
•Meteo conditions affect the result.
RESULTS
Revenues are estimated to amount to 12-15 million euro for year 2008.
All revenues have already been reinvested in public transportation
increase.
Less than 10% of users are “heavy users” (entering the area more than
twice a week).
Management costs amount to 6-8 million euro.
Infrastructure costs depend on sunk costs for the traffic control system of
Milan,
Performing a rich variety of functions.
Benefits in terms of the reduction of social costs will be calculated.
REVENUES
