UD4_wk1_D_Croci

Regional Conference on Sustainable Urban Transport SUSTAINABLE MOBILITY IN MILAN: THE POLLUTION CHARGE CASE Edoardo Croci Damascus, 11-13 April 2010

Milan: a city in trasformation

Milan basic data Area: 181.76 km² Inhabitants: 1.308.000 Population density: 7,192 inhab./km² GDP per capita: 43.000 €

Population

Milan Municipality 1.308.000 Province of Milan 3.756.000 Metropolitan area 8.300.000

Lombardy Region 9.509.100

Urban transformation areas

17.000 km2 among which: •deindustrialized areas •former railway areas •former military areas

Urban transformation areas

THE NEW TRADE FAIR Surface area: 2,000,000 m2 Exhibition area: 530,000 m2

GARIBALDI-REPUBBLICA Surface area: 110,485 m2 Designer: Cesar Pelli, Studio PEI COB

Designer: Massimiliano Fuksas

Urban transformation areas

SANTA GIULIA Surface area: 1,200,000 m2 Designer: Norman Foster

CITY LIFE Surface area: 225,000 m2 Designers: Zaha Hadid, Arata Isozaki, Daniel Libeskind e Pier Paolo Maggiora

AIR QUALITY

SO2 concentrations (ARPA, 2010)

Milano: Serie storica delle concentrazioni medie mensili di SO2 2000

1800

1600

1400

(Âľg/mÂł)

1200

1000

800

600

400

200

0 gen-57

gen-60

gen-63

gen-66

gen-69

gen-72

gen-75

gen-78

gen-81

gen-84

gen-87

gen-90

gen-93

gen-96

gen-99

gen-02

gen-05

gen-08

CO concentrations (ARPA, 2010)

Milano: serie storica delle concentrazioni medie mensili di CO 13 12 11 10 9

mg/m3

8 7 6 5 4 3 2 1 0 gen-88

gen-90

gen-92

gen-94

gen-96

gen-98

gen-00

gen-02

gen-04

gen-06

gen-08

gen-10

PM10 concentrations (ARPA, 2010)

Milano: serie storica delle concentrazioni medie mensili di particolato 300 275 250 225 200

(Âľg/mÂł)

175 150 125 100 75 50 25 0 jan 77

jan 79

jan 81

jan 83

jan 85

jan 87

jan 89

jan 91

jan 93

jan 95

jan 97

jan 99

jan 01

jan 03

jan 05

jan 07

jan-09

O3 concentrations (ARPA, 2010)

Concentrazione di O3 a Milano: media mensile dal 1980 100

90

80

70

Âľg/mÂł

60

50

40

30

20

10

0 gen-80

gen-82

gen-84

gen-86

gen-88

gen-90

gen-92

gen-94

gen-96

gen-98

gen-00

gen-02

gen-04

gen-06

gen-08

gen-10

PM10 emissions inventory (AMAT, 2006)

Mobility in Milan

Daily trips • 5.061.000

daily

trips

Trips between Milan and the Metropolitan Area

50,3 %

49,7%%

Trips within Milan

• More than 1 million people enter Milan each day • Roughly 250.000 people go out of Milan each day • During working hours population reaches 2.000.000

Modal split

Trips between Milan and Metropolitan Area (people only) 0% 0% 33%

67%

PUBLIC TRANSPORT CARS AND MOTORS BIKE

BYCICLES

PEDESTRIAN

Modal split

Trips within Milan (people only)

24% 35%

5% 36%

PUBLIC TRANSPORT CARS AND MOTORS BIKE

BYCICLES

PEDESTRIAN

Milan - Transport System network Railway:

8 lines (“S” lines)

Length:

282 km

3 lines (M1 – M2 –

Length:

75,5 km

19 urban lines

Length:

187 km

2 suburban lines

Length:

24,4 km

4 urban lines

Length:

40,8 km

58 urban lines

Length:

464 km

46 suburban lines

Length:

492 km

METROPOLITAN NETWORK

Metro: M3)

Tramway:

Trolley bus:

Bus:

Total: 140 lines

1565,7 km

Metro and railway network in 2015

Milan population density (inhabitants per km2)

Milan strategy for mobility and the environment

Sustainable mobility

Milan adopted a strategy for sustainable mobility, health and environment with the aim of improving environmental conditions, health and quality of life for people living and working in the Milan area.

Integrated strategy for sustainable mobility

Strategic goals 1. Congestion reduction 2. Air quality improvement 3. Road safety improvement Means 1. Promotion of sustainable mobility (walking, cycling, public transport, “clean� cars) 2. Passenger cars, public transport and freight vehicles renovation 3. Disincentivation of use of most polluting vehicles 4. Adoption of innovative technologies 5. Public information

Integrated strategy for sustainable mobility

Supply side actions 1. Extension of Public Transport underground and surface network 2. Improvement of Public Transport service (frequency, regularity, comfort, information, emissions, etc.)

3. Introduction of new Public Transport flexible systems: on-demand buses, car sharing, bike sharing, etc.

4. Tariff simplification/integration and electronic ticketing 5. Extension of public transport dedicated lanes, bike lanes and pedestrian areas 6. New interchange parking lots 7. Electric car recharge infrastructure and experimentation 8. Road safety infrastructures

Integrated strategy for sustainable mobility

Demand side actions • Regulation of goods distribution • Mobility management (incentives to use public transport for workers, families, etc.)

• Application of intelligent transport and traffic management systems • Extension of parking regulation • Road pricing: Pollution Charge - ECOPASS

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.

Differently from a “congestion charge”, Ecopass is a “pollution charge”, proportional to PM10 tail emissions of vehicles.

The charge is coherent with the “polluter pays principle” and with Italian traffic laws.

The system entered in force on 1 January 2008 for a 1 year experimentation period and was prorogated for year 2009 and year 2010.

Ecopass area

Ecopass is a “cordon toll”.

The area was defined on the basis of: • high congestion • easy access control and escape • high level of public transport service 8.2 km2 (4.5% of city surface) Residents: 77,000 (6%) toll entrance gates: 43

Exhaust PM10 emission factors are taken from EMEP/CORINAIR Emission Inventory Guidebook with reference to the COPERT methodology for road transport.

111111112222222222333333344444444444555555555555555555

Ecopass vehicle classification

merci diesel > 16 t pre-E merci diesel 7.5 - 16 t pre-E merci diesel > 16 t E I merci diesel 7.5 - 16 t E I merci diesel 3.5 - 7.5 t pre-E merci diesel 7.5 - 16 t E II merci leggeri diesel pre-E auto diesel pre-E merci diesel 3.5 - 7.5 t E I merci diesel > 16 t E II merci diesel 7.5 - 16 t E III merci diesel > 16 t E III merci diesel 3.5 - 7.5 t E II merci diesel 3.5 - 7.5 t E III merci leggeri diesel E II merci leggeri diesel E I auto diesel E II auto diesel E I auto diesel E III merci leggeri diesel E III auto diesel E IV merci diesel 7.5 - 16 t E IV merci leggeri benzina pre-E merci leggeri diesel E IV auto benzina pre-E <1.4 l merci diesel > 16 t E IV auto benzina pre-E >2.0 l auto benzina pre-E 1.4-2.0 l merci diesel 3.5 - 7.5 t E IV auto benzina E I >2.0 l merci diesel 7.5 - 16 t E IV+FAP merci diesel > 16 t E IV+FAP merci leggeri benzina E I auto benzina E I 1.4-2.0 l merci diesel 3.5-7.5 t E IV+FAP auto benzina E I <1.4 l auto benzina E II >2.0 l auto benzina E II 1.4-2.0 l merci leggeri benzina E II auto benzina E II <1.4 l auto diesel E IV+FAP auto benzina E III-IV >2.0 l merci leggeri diesel E IV+FAP merci leggeri benzina E IIII - IV auto benzina E III-IV 1.4-2.0 l auto benzina E III-IV <1.4 l merci biodiesel merci metano merci GPL auto biodiesel auto metano Euro auto metano pre-E auto GPL Euro auto GPL pre-E

F.E. PM10 (mg/km)

0

100

200

300

400

500

600

700

800

900

1000

Ecopass tariffs

Class

Main vehicle category

PM10 (mg/km) =

Charge 0 euro

Class 1

Low Emission Vehicles

Class 2

- petrol Euro 3 and Euro 4 - diesel Euro 4 with particulate <= 10 mg/km filter

0 euro

Class 3

- petrol Euro 2 and Euro 1

2 euro

Class 4

- petrol Euro 0 - diesel cars Euro 4 without particulate filter, Euro 3, Euro 2 and Euro 1 <= 100 mg/km - diesel commercial vehicles Euro 4 without particulate filter and Euro 3

5 euro

Class 5

- diesel cars Euro 0 - diesel commercial vehicles Euro > 100 mg/km 2, Euro 1 and Euro 0

10 euro

<= 10 mg/km

Charge determination

Tariffs have not been determined in order to eliminate externalities, but in coherence with a realistic target of traffic reduction and of PM10 tail emission reduction.

Charge determination

Handbook on estimation of external costs in the transport Sector (CE Delft, 2008)

For transforming km-charges into cordon tolls, literature suggests assuming trip lengths around 5 km in smaller towns and above 10 km in big agglomerations.

Modelling

The modelization of the system was performed by a study group composed by municipal public officers, researchers from the municipal agency for mobility and the environment, researchers from universities and other research centers.

Elasticity of renounce to use car to tariff and alternative behaviours were estimated through a stated preferences analysis based on 20,000 interviews to car drivers.

Impacts on traffic and public transport were simulated through models.

Ecopass system architecture

Infocentre

Users

Exemption registration

Municipality Pollution Charge

Plates are identified through an OCR (Optical Character Recognition) system.

Vehicles not paying the charge (or not exempted) are fined (70 euros).

Fine emission

Authorisation of exemption

Payment

Payment Management Centre

Confirm of payment and billing

Paying vehicles plates

Bureau

Exempted vehicles plates

Access

Transit through electronic tolls

43 electronic gateways control the access to the area through cameras reading license plates.

control system

Vehicle plate detection

Fine Bureau

Plates to be potentially fined

Archive

Ecopass plate identification

Plate area Vehicle image

OCR

identification

Plate characters segmentation

Characters string extraction

â&#x20AC;&#x153;Contextâ&#x20AC;?

Camera

Transits List

Payment methods

Payment is simple and can be made trough different channels: • authorized ticket sellers (shops, tobacconists, newsagents, public transport information points) • telephone (by credit card) • web (by credit card) • bank ATM (automatic cash dispensers) • bank RID (permanent debt authorization) You can buy: • daily passes • multiple day passes • discounted year passes for residents inside the ecopass area You can pay the charge the same day of transit or the following one.

Public transport improvement

The area was already very well served by public transport with 28 â&#x20AC;&#x153;surfaceâ&#x20AC;? lines (buses, trams and trolleybuses) and 3 subways lines.

The frequency of 39 urban and suburban lines has been improved since the start of Ecopass.

Urban Lines Metropolitan Lines ECOPASS Area

Communication campaign

• TV, radio, press • Web • Street advertising (posters,variable message panels,Vans) • Leaflets • Letter from the Mayor to all citizens • Stakeholder meetings and agreements

Social concerns

Main social concerns came from: •

Majority parties

•

Retailer associations

•

Majors of towns in the metropolitan area

They regarded: •

Impact on business

•

Possible increase of traffic out of the Area

•

Car drivers (commuters) reaction

To dare with them: •

Ecopass was introduced as a 1 year experimentation

•

An agreement with the retailer association was struck

•

Improvement of metropolitan public transport (financed with Ecopass revenues) was granted

Monitoring

Effects of Ecopass are evaluated through the monitoring of indicators about: A. environmental effects B. traffic effects C. public transport effects D. road safety E. socio-economical effects F. level of acceptance and consensus G. economic figures

Main results

• Traffic reduction (both passenger and commercial)

within the Area during enforcement time • Traffic reduction also outside the Area • Traffic reduction also during non-enforcement time • Vehicle fleet renovation in the area • Public transport speed increase • Increase of public transport passengers • Reduction of polluting emissions • Reduction of accidents

Results: renounce to use of vehicle to enter the area 70 STATEDPREFERENCES FORECASTLOW

The deterrent effect resulted higher than expected.

60

FORECASTHIGHT

R2 = 0,9872

REAL VALUECAR REAL VALUEFREIGHT

50

Log. (REAL VALUECAR) 2

% g i vi n g u p

R = 0,9878

Log. (REAL VALUEFREIGHT) Log. (FORECASTHIGHT)

R2 = 0,9912

40

Log. (FORECASTLOW) Log. (STATEDPREFERENCES)

30

20

10

0 0

2

4

6

€

8

10

12

Monthly traffic index in the Area

Reference: 100 Average 2008: 85.6 Average 2009: 84.3

Monthly traffic index out of the Area

Reference: 100 Average 2008: 93.6 Average 2009: 92

Monthly vehicle class distribution accessing the area

Before ecopass 43,4% of vehicles accessing the area belonged to most polluting classes 3,4 and 5.

By the end of 2009 only 14.4% of vehicles belonged to these classes.

Vehicles accessing the area belonging to classes 3,4 and 5 reduced by 67.8% (-25.824 vehicles per day).

Vehicles belonging to classe 1 and 2 increased by 19,7% (+10.341 per day)

Choices of people renouncing to access the area with vehicles belonging to classes 3,4 and 5

Effects on public transport

Air quality effects in the Area: tail emission reductions

Average yearly concentration of PM10

Average yearly number of days exceeding PM10 concentration limit

Number of accidents in the Area

Revenues and costs (euros)

Revenues From ticketing

From fines

in 2008

12.578.244

23.000.000

in 2009

9.609.238

16.000.000

All revenues are reinvested in public transportation improvement and new transportation services.

Costs Operational costs amount to 7 million euro per year.

Direct investments amortization amounts to 2 million euro per year.

Other infrastructure costs are â&#x20AC;&#x153;sunk costsâ&#x20AC;? to build the traffic control system of Milan, performing various functions.

Social benefits

Benefits in terms of the reduction of social costs are still under calculation, but it is already evident that they largely overweight costs. They include: • Value of time gained • Reduction of costs of accidents (insurance costs) • Reduction of health costs • Reduction of CO2 emissions • Increase of value of real estate • Other benefits

Analysis of social costs shows that business (especially retail) has not been affected by Ecopass.

Next steps

The effect of Ecopass on congestion will exhaust in 2 years, because of vehicle renovation (both natural and accelerated

by Ecopass itself).

Renovation has been so effective that attrite emissions (tires, breaks, asphalt) in the Area are superior to tail emissions.

Reduction of revenues can compromise the financing public transport improvements.

Possible evolution of ecopass: â&#x20AC;˘To extend the number of charged vehicles (class 2) â&#x20AC;˘To enlarge the Area

International recognition

Ecopass is mentioned as a sound practice by: • the World Bank, Climate resilient cities, 2009 • OCDE, Competitive cities and climate change, 2009 Ecopass was awarded an 'Honourable Mention' at the 2009 Sustainable Transport Award given by the Institute for Transportation and Development Policy (ITDP) which promotes sustainable and equitable transportation worldwide.

Ecopass was selected as a best practice for the Dubai International Award for Best Practices 2008 by Dubai – UAE and the UN – Habitat.

THANK YOU

edoardo.croci@unibocconi.it