mestrado integrado de engenharia civil … · complexidade e elementos do sistema mestrado...

Instituto Superior Técnico / MEC – MPOT – MUOT – Aulas teóricas GMU 1

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MESTRADO INTEGRADO DE ENGENHARIA CIVILMESTRADO EM URBANISMO E ORDENAMENTO DO TERRITÓRIOMESTRADO EM PLANEAMENTO E OPERAÇÃO DE TRANSPORTES

LICENCIATURA EM ENGENHARIA DO TERRITÓRIO

Course: Urban Mobility Management

Prof: Rosário Macário

Theory Lectures

Session 1 and 2: Complexity and elements of urban mobility system


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INTERVENTIONS LEVELS

Three fundamental levels of decision-making: Strategic: define the objectives to pursue and the resources to mobilize Tactical: define the solutions types (technologies) and make the planning

(capacity, networks, schedules) Operational: execute the planned production

Successful of the process At each level it is needed to have some idea of the implications of decisions

of lower levels Nevertheless, it is necessary to assemble retro-action processes that allow to

adjust decisions to each superior levels which lower level analysis reveals In a democratic society, the strategic level should be policy makers responsibility


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Methodological instruments at the various decision-making levels

There are different methodological dominant tools in decision-making activities at different levels: Operational Level:

Traffic Engineering of the various modes + Operational Research

Tactical Level: Planning: Mathematical modeling of demand & GIS + Techniques for evaluating

projects + Communication and Negotiation Techniques Project: Traffic Engineering of the various modes + Geometric modeling

Strategic Level: Methods of Economic Analysis, Policy, Strategic & Institutional+ Game theory

As the decision making level up, increases the level of abstraction, the temporal depth of analysis and the margin of error in evaluation processes


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The relation with other subjects (I)

The limitations of resources and the need to provide transport supply that fit properly (and recognized as such) for their customers require assistance from other technical specialties: Economy (shortages management) Psychology (understand the citizen perception of the system) Sociology (understand the motivations and behaviors in social group) Communication (ensure the information efficiency through formatting of the

contents and the selection of the distribution channel) Political Science (understand the decision-elected logic and make the

analysis of the problem in order to reflect its objectives and constraints, rarely explicit)

The ability to communicate the results of our work is even more essential, which leads to UMM the domain of strategic marketing


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The relation with other subjects(II)

A team leader must understand the role of each specialty and manage the various contributions It is desirable that MEC, MUOT, MPOT even junior, acquires (by study and

by contact with experts) knowledge in these other subjects, in order to improve their ability to dialogue - and eventually prepare himself for a position of teams leadership in the future

In this evolution there will be many cases where you already know from other specialties which will permit to solve their own issues but it is essential to recognize when you're facing an issue which

requires intervention of a specialist in a specific field (that you are not) and do not hesitate to call that expert, carefully specifying the problem and what is expected of their intervention


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Difficulties of Urban Mobility Systems Management (I)

SStrategic

goals of the system

Stakeholders interest S

T T

O Service performance

Monitoring criteria

Measuring tools O

Dec

isio

n Le

vels

Decision Levels

consistency gap

Relation between decision levels


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Difficulties of Urban Mobility Systems Management(II)

Customer perspective

Service provider

perspective Decision levels

Strategic

(QE) (QT) Tactic

(QP) (QD)Operational

Productive

problem

Valuation

problem

Interference with objective assessment

Delivery Gap

SatisfactionGap

PerformanceGap

Market misreading

Gap

Appreciation (observation + judgement) conditioned by expectation filter

Concept of multidimensional and unstable quality


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The management structure of UMS


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feed-back flow

feed-back flow

Definition of Steering Function(institucional design, policies, instruments, process control)

Configuration of system supply (services, infrastructures, intermodal links)

Ensure the provision of infrastructures and services (network design, contracting, services and infrastructures)

Strategic definition of the system

Monitoring

Performance of all components

FACTORS / ENABLERS

Land use

Polic

y &

inst

ituci

onal

inte

ract

ion

Socio-economic development

Enviroment feed-back flow

process flow

CONTINUOUS STEERING PROCESS

Factors and Processes


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Evaluation and alignment purposesAssessment and Alignment

Infrastructure performance

Operators performance including self-service modes

Clients' efficieny in consumption

SYSTEM RESULTS

Performance ofoff-line agents

SYSTEM IMPACTS

UMS Performance

Externalities

Direct

Global

Indirect


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What is the urban mobility system?

structured and coordinated set of modes, services and infrastructure to ensure the displacement of persons and goods in the city.

consisting of several elements, one physical and material character, others organizational, institutional, and finally, others of logical character.

a vital element of the competitiveness of the city, because of that is a sub-system of the urban system and it is used to development of the city


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Urban mobility system properties

Robustness, i.e. stability and long-term sustainability; Adaptability, i.e. dynamic capability of adapting services to the

requirements of developments in society and technology. Efficiency, i.e. high productivity in the ability to change the basic

resources into products and these consumer units, providing the best result at the lowest cost;

• Diversity, ability to meet the aspirations of different customer segments with different services in a continuous adjustment between supply and demand of the urban mobility system


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The elements of UMS

The infrastructures The mobility services The organization The regulation The information The elements of other sectors that affect our perception

of the mobility system Etc


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Intra-system links

Infrastructure : Hierarchy of road network in accordance with service levels; Current and future roles of the main arteries Parking location, P&R, etc. Definition of zones or networks which can not be used by individual traffic (protection zones)

Services Prioritization of services: primary and feeders; mass ("Transit") and segmented. Pricing policies (various services and including parking)

System Linking land use and transport Linking transport of passengers and goods Linking motorized and non motorized transports Controlling externalities (emissions, accidents, noise)


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The agents of UMS

Transport Authorities Mobility Operators Infrastructures Operators Policy Makers Representatives of the citizens etc


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Policy approach

Instrument 1

Instrument 3

Instrument 2

SYSTEM

Instrument 1

Instrument 3

Instrument 2

EVALUATE RESULTS vs. OBJECTIVES

Single instrument vs. multi-instrument policy


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Simplistic approach : straightforward process analysis

(Ignore interdependencies and feed-backs)

Policy / Instruments

System

Results vs. Objectives

Feedforward informationChanges in a decision variable influences one or more other variables


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Complex approach : how do elements interact ?...

Policy / Instruments

System

Results vs. Objectives

Feedforward informationChanges in a decision variable influences one or more other variables

Feedback informationOne decision variable is influenced by the current state of other variable(s)


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Complex approach : simplified example !...

Parking pricing

Parking demand

Feedforward informationApply elasticity of price / demand

Feedback informationEvaluation of current revenue and establishment of the next price adjustment

Parking revenue

Policy / management variable

Objective: manage parking revenue

Goal variable


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Systemic dimensionPublic Parking.............act on a single variable


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Guiding principles of configuration of UMS

Different solutions for different areas, composed with the various ways in doses depending on demand and public resources (road space) and private (cars)

The main objective should be the Quality of Mobility (System) as a component of Quality of Life in the City

Measurable targets should be set for the performance of the mobility system, which should be monitored. This requires quality information and allows preventive actions in real time.

The parking supply is the main instrument for managing private transport demand.Its effectiveness depends on theeffective supervision.


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The Mobility Plan (I)

Knowing the mobility needs: External pressures of analysis area Internal circulation - neighborhoods vs. crossing Calculate the needs

Knowing the intervention possibilities which affect the needs and its behaviour Linking land use with transports Parking Private and Public transport networks Urban Logistic Mobility in neighborhoods


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The Mobility Plan(II) – Exemple PMLisbon (2005)RESIDENTS IN LISBON RESIDENTS IN AML

Average nr of trips/ day 2,33 (at least one extreme of travelin Lisbon)

Vehicles per 1.000 inhab. 282,1

Total nr of residents’ vehicles 159.100

2,10

TRIPS RESIDENTS IN LX RESIDENTS IN AML

Walk

TI

TC

TI + TC

Others

237.100

347.600

479.300

8.900

17.010

TOTAL 1.090.000

48%

6.500

459.000

634.700

93.400

400

1.194.000

52%

TOTAL

243.600 11%

806.600 35%

1.114.000 49%

102.300 4%

17.500 1%

2.284.000 100%

Face to 1993:Less than 18% of travel in all modesLess than 11% of motorized trips


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The Mobility Plan(III) – Exemple PMLisbon (2005)

Corridor Vasco da Gama

Corridor Norrth58 000

veh./day

34.000 veh./day

26.000 veíc./dia

9.000 veh/day

Corridor ofCascais

Corridor Sintra /

Amadora

Corridor Amadora /

Loures

Corridor 25 de Abril

Corridor West

Entries in Lisbon: 412 th veh./day

Crossing traffic: 181 th vehicles per day (44% of total entries)

Key drivers of crossing in HPM (+ de 1.100 vph:

A5 Bridge 25 de AbrilCorridor West Bridge Vasco da Gama


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The Mobility Plan (IV) – Exemple PMLisbon (2005)Territorial Coverage


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The Mobility Plan (V) – Exemple PMLisbon (2005)Transport Public


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The Mobility Plan (VI) – Example PMLisbon (2005)Parking


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Performance monitoring of UMS

Industrial Performance - processing of basic resources in production of transport

Network organization - transformation between transport units and levels of accessibility strategically defined

Commercial performance- consumption potential represented by these levels of accessibility, which is generally the level of customer satisfaction

Production of Externalities - potential of each configuration to generate a negative impact in terms of economic and social view

mestrado integrado de engenharia civil … · complexidade e elementos do sistema mestrado...

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