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MESTRADO INTEGRADO DE ENGENHARIA CIVIL (MEC)
MESTRADO EM URBANISMO E ORDENAMENTO DO TERRITÓRIO
(MUOT)
MESTRADO EM PLANEAMENTO E OPERAÇÃO DE TRANSPORTES
LICENCIATURA EM ENGENHARIA DO TERRITÓRIO
Course: Urban Mobility Management
Prof: Rosário Macário
Theoretical Lectures
Session 2:
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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
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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
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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
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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)
S
Strategic
goals of the
system
Stakeholders
interest
S
T
T
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io
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L
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D
ec
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io
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L
ev
els
consistency
gap
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Difficulties of Urban Mobility Systems
Management(II)
Customer
perspective
Service
provider
perspective
Decision levels Strategic(Q
E)
(Q
T)
Tactic(Q
P)
(Q
D)
Operational P r o d u c t i v e p r o b l e m V a l u a t i o n p r o b l e mInterference with objective assessment
Delivery Gap
Satisfaction
Gap
Performance
Gap
Market
misreading
Gap
Appreciation (observation + judgement) conditioned by expectation filterConcept of
multidimensional
and unstable
quality
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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 P o lic y & in st it u ci o n al in te ra ct io n Socio-economic developmentEnviroment feed-back flow
process flow
CONTINUOUS STEERING PROCESS
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Evaluation and alignment purposes
Assessment and Alignment
Infrastructure performance Operators performance including self-service modes Clients' efficieny in consumption SYSTEM RESULTS Performance of off-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
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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
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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
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Simplistic approach : straightforward process analysis
(Ignore interdependencies and feed-backs)
Policy / Instruments
System
Results vs. Objectives
Feedforward
information
Changes in a decision
variable influences
one or more other
variables
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Complex approach : how do elements interact ?...
Policy / Instruments
System
Feedforward
information
Changes in a decision
variable influences
one or more other
variables
Feedback
information
One 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 information
Apply elasticity of price /
demand
Feedback
information
Evaluation of
current revenue
and establishment
of the next price
adjustment
Parking revenue
Policy / management variable
Objective: manage parking revenue
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Systemic dimension
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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 the
effective 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
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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 modes
Less than 11% of motorized trips
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The Mobility Plan(III) – Exemple PMLisbon (2005)
Corridor Vasco da Gama Corridor Norrth 58 000 veh./day 34.000 veh./day 26.000 veíc./dia 9.000 veh/day Corridor Sintra / Amadora Corridor Amadora / Loures Corridor West
