Synergy effects of integrated packages of transport measures and pricing mechanisms to reduce congestion

Transkript

1 Synergy effects of integrated packages of transport measures and pricing mechanisms to reduce congestion Carl-Henrik Johansson, M.Sc. CE Project manager Traffic Analysis Transek AB Solna Torg 3 S Solna Sweden Tel: Mobile: Fax: calle@transek.se Background Congestion in the road transport system and the constantly increasing car dependency causes severe problems in the Stockholm region as in many other European cities. Yet, the effects of integrated packages of different transport measures such as road pricing together with parking, park-and-ride and investments in public transport are poorly investigated. Historically, solutions for reducing congestion often result in strategies for new road investments that increase car dependency and decrease the travel shares of public transport, creating new congestion at other parts of the road network rather than contributing to a sustainable solution of the congestion problem. This paper presents a study aiming at analysing the synergy effects of transport measures and pricing mechanisms for reducing congestion and environmental impact, and to achieve increased inter modality in the Stockholm city region. Pricing mechanisms that are included in the study are road pricing based on travelled distance, parking pricing, lower public transport fees, and subsidies for car pooling. Transport measures included are investments in public transport and cycling infrastructure, and investments to enhance comfort in public transport. Association for European Transport 2003

2 An important part of the study has been to develop ways of integrating parameters such as car pooling and investments in cycling infrastructure in model analyses using the Swedish national travel demand model Sampers. The study is financed by the National Swedish Road Administration together with the research funding agency Vinnova and has been conducted by Transek AB during the spring This paper is a very brief version, including the main findings only, of a large document covering all aspects of the project. A full version of this document is available in Swedish with the name Synergieffekter av ekonomiska styrmedel och infrastruktur för minskad trängsel och miljöpåverkan, and can be ordered from the authors at Transek AB. Methodology The study has been carried out by using the Swedish national demand and traffic forecasting model Sampers. The study is divided into two scenarios for the target year 2015, based on the predicted development of transport demand in the region. The first scenario, hereafter called Scenario Parking, consists of a package of road pricing integrated with parking policy/pricing, and subsidies for car pooling. The measures included in Scenario Parking are: Congestion Charging Inner zone: 0.2 / km peak hours, 0.1 / km off peak hours Outer zone: 0.05 / km peak hours, 0 / km off peak hours Car-pooling subsidy for work trips: - 25 / month Tax on free work place parking: / day The second scenario, hereafter called Scenario Public, is based on the same road pricing system as in Scenario Parking but in combination with measures to increase the perceived comfort on the public transport system, together with investments in cycle infrastructure, a new zone fare system for the public transport system and a new transverse rail connection, connecting the southern and northern parts of Stockholm. The measures included in Scenario Public are: Congestion Charging Inner zone: hours 0.2 / km peak hours, 0.1 / km off peak Association for European Transport 2003

3 Outer zone: 0.05 / km peak hours, 0 / km off peak hours New zone fare system on public transport Improved Cycle ways in the Inner zone, resulting in a reduction of 10% in cycle travel time Comfort measures on public transport, coded as reduction in waiting and in vehicle time on public transport New transverse rail connection (figure 1) Figure 1. The public transport rail system of Stockholm including the new transverse, northsouth, rail connection in scenario Public. In order to compare and analyse the effects of the integrated package for these two scenarios, several other scenarios from previous analysis has been used as comparison scenarios. In this paper two of these comparison scenarios are described: Scenario Do Nothing, Base scenario for the year of 2015 with no congestion charging or mobility measures implemented. This is also the scenario on which all other scenario described in this paper are based. Scenario Congestion, with a high congestion charging fee: Inner zone: 0.4 / km peak hours, 0.2 / km off peak hours Outer zone: 0.1 / km peak hours, 0 / km off peak hours The congestion charging is based on the same system, with distance based kilometre fees, in all scenarios. Figure 2 shows the inner (red colour) and outer Association for European Transport 2003

4 (blue colour) zones with different levels of fees. The inner zone, of what is called the inner city of Stockholm, is approximately 5 km in diameter. Figure 2. The Inner and Outer zones of the congestion charging scheme Results The effects of implementing the packages has been analysed by studying changes in Traffic production Bottle neck effects Travel patterns Emissions Also a brief Cost Benefit Analysis has been carried in order to relate the costs and benefits for accidents, emission, accessibility and direct costs/revenue to each other for each scenario. Association for European Transport 2003

5 Traffic production The figures of traffic production is summarised in the table 1. Outer Zone Peek hour Outer Zone 24 hour Inner Zone Peek hour Inner Zone 24 hour Total Peek hour Total 24 hour Do Nothing Congestio n Parking Public Table 1. Traffic production (vehicle km / 24 h) for the four scenarios. Looking at the inner zone it is clear that Scenario Congestion with the high congestion charging fee gives the most significant effects. However, when analysing figures for the outer zone and the Stockholm region as a whole Scenario Public gives almost the same effects as Scenario Congestion. Changes in travel patterns The number of trips (home based one way trips per day) for the Stockholm region can bee seen in table 2. Public trp Cycle / Walk Car Total Do Nothing Congestion Parking Public Table 2. Number of trips (home based one way trips) for the Stockholm region. Scenario Public with large investment in public transport increases the number of trips with almost 20% and reduce the number car trips with almost 10%. This very high change in modal split derives from the investment in better comfort on public transport and the new transverse rail connection. Studying the total number of trips it is also worth noting that scenario Public is the only scenario resulting in an increased total number of trips (+0.8%), whereas the other two scenarios result in a decrease (-0.5% and -0.3%). When analysing the number of trips between the northern and southern parts of Stockholm it is interesting that scenario Public gives a high number of trips for all modes in travel relations crossing the Saltsjö/Mälar-river (table 3). Public Cycle/Walk Car Total Association for European Transport 2003

6 trp Congestion Parking Public Table 3. Total number of trips passing the Saltsjö/Mälar river (southern to northern part of Stockholm region) during one day. Bottle neck effects Studying the bottle necks it is clear that scenario Congestion gives the best effects in terms of reducing heavily congested spots. Association for European Transport 2003

7 Do Nothing Congestion Association for European Transport 2003

8 Figure 3. Bottle-necks scenario Do Nothing (left) and scenario Congestion (right). Parking Public Figure 4. Bottle-necks scenario Parking (left) and scenario Public (right). Scenario Parking and scenario Public gives similar effects on bottle necks. Emissions Emissions Do Nothing Congestion Parking Public NOx (ton) HC (ton) Particles (ton) CO2 (kiloton) Table 4. Changes in emissions. Emissions are closely related to traffic production, and therefore scenario Congestion gives the highest effects. However, scenario Public is close to the figures of scenario Congestion. Association for European Transport 2003

9 Cost Benefit Analysis In order to estimate the costs and benefits for accidents, emission, accessibility and direct costs/revenue a brief Cost Benefit Analysis has been carried out. SCENARIO SCENARIO SCENARIO CONGESTION PARKING PUBLIC Reduction of accidents (million ) Reduction of emissions (million ) Changes in accessibility (million ) Direct costs and revenues (million ) Total cost benefit (million per year) Table 5. Cost benefit analysis. Table 5 indicates that scenario public has potential for a high turnover considering costs and benefits. Conclusions The study shows the effects of road pricing combined with other measures such as parking policy and public transport investment. The focus of the study lies on what potential the analysed measures and pricing mechanisms could have to reduce car dependence in a large city like Stockholm and major road investments are therefore not included in the analyzed scenarios. The study shows, however, that large investments in public transport in conjunction with a relatively small congestion charging fee has potential to give the same effects on congestion and modal split as a high congestion charging fee alone. Even though a high congestion charging fee is effective when targeting certain heavily congested spots in the road network, a lower fee in combination with public transport investment can be a better option in terms of regional mobility and accessibility. The study also shows that Sampers can be uses to model mobility management measures, however the procedure for park-and-ride modelling has to be developed before this feature can be modelled in Sampers. Association for European Transport 2003

10 References Fördelningseffekter av trängselavgifter en utredningsmetod samt fallstudie i Stockholm. Transek Försök med miljöavgifter i Stockholm. Underlag för utformning och genomförandeplan. Transek AB, mars Gistell, M., Gustafsson, T., Lind, G.: Utveckling av park-and-ride i Stockholmsregionen genom dynamisk information till trafikanter. Transek AB Hushållens bilinnehav. En kartläggning av hushållen i Stockholms län. Regionplaneoch trafikkontoret, promemoria nr 1, januari Hårdare kontroll av fria p-platser. Dagens Nyheter onsdag 7 maj 2003, sid 7. Jansson, H. & Vesterlund, Y.: Samordning av arbetsresor. En studie av pendlingen till Kärnsjukhuset i Skövde (KSS) samt förslag till åtgärder för effektivisering. Chalmers Tekniska Högskola, avdelningen för trafikplanering. Arbetsrapport Jansson, Jan Owen: Optimal prispolitik för parkering med respektive utan road pricing. Parkering som styrmedel för minskad biltrafik i tätort. VV-seminarium om FoU-behov, 3 december Ekonomiska institutionen, Linköpings universitet Lindström Olsson, Anna-Lena: Hur öka beläggningen på Stockholms infartsparkeringar? Etapp 1. Infrastruktur och samhällsplanering, avdelningen för trafik- och transportplanering, KTH Långsiktig utvecklingsstrategi för transportsystemet i Stockholmsregionen. Delbetänkande av Stockholmsberedningen, SOU 2002:11. Naturvårdsverket rapport Road pricing ett sätt att minska olika miljöproblem? En litteraturgenomgång Naturvårdsverket rapport System för bättre framkomlighet i Stockholmsregionen Naturvårdsverket rapport Ekonomiska styrmedel på transportområdet Naturvårdsverket rapport Vägavgifter lägesanalys i Sverige och världen Samåkning i Stockholm ett försöksprojekt. Transportrådet, rapport 1981: SL:s kunder. SL Strategisk planering, november Stockholms Gatu- och fastighetskontor. Cykelbanor och cykelfält i Stockholms innerstad Stockholms Gatu- och fastighetskontor. Cykelräkningar Storstaden och dess transporter. SIKA Association for European Transport 2003

11 Tegnér, G & Loncar-Lucassi, V. M: Delprojekt - Lägesrapport inför Kontrollstation-96. Transek på uppdrag av Regionplane- och trafikkontoret, Vägverket Region Stockholm, SL och Banverket. 11 december 1996, korrigerad 28 januari Tegner, G & Holmberg, I: Kollektivtrafikens Utveckling i Regioner en jämförande studie av modeller för Stockholmsregionen och Gävle. Transek och Göteborgs Universitet, Tegnér, G: Parkeringspolitik som styrmedel - eller ekonomi och förnuft i trafiken! Om möjligheter och begränsningar med parkeringen som trafikpolitiskt instrument. Transek AB, PM Tengblad, B: Om samåkning i bil vid resor till Stockholms innerstad. Stockholms läns landsting, trafiknämnden. Utkast Trafikanalyser i RUFS Regionplane- och trafikkontoret, promemoria nr 12, oktober Trafiken i Regionplan Regional utvecklingsplan för Stockholms län 2000 samrådsunderlag. Regionplane- och trafikkontoret, Utveckling av Park-and-ride i Stockholmsregionen. Transeks rapport Vägverket publikation 2002:136. Vägavgifter i tätorter en kunskapsöversikt ur svenskt perspektiv. Association for European Transport 2003

12 Synergy effects of integrated packages of transport measures and pricing mechanisms to reduce congestion Carl-Henrik Johansson TRANSEK - SWEDEN

13 Background Is congestion charging the only way of tackling congestion and environmental problems? Effects of combining measures? sticks and carrots

14 Method Scenario modelling with the strategic model SAMPERS

15 Objectives Analysing packages of measures in conjunction with congestion charging To test test the possibility of using the strategic model Sampers on mobility management measures. Synergy effects?

16 Packages of Sticks and Carrots Congestion charging / Road pricing Tax on free work place parking Car-pooling subsidy Improved Cycleways Improved comfort on public transport Improved zone fare system on public transport New transverse rail connection Park and Ride separate analysis

17 Stockholm the city on water

18 The bridges of Stockholm Integration Fixa Enifbild på länet, markera broarna 1 2 3

19 Two zones for congestion charging Outer zone Inner zone

20 4 Scenarios Scenario Do Nothing Scenario Congestion Scenario Parking Scenario Public

21 Scenario Do Nothing As is - no charging

22 Scenario Congestion L Peak: 0.1 / km Off peak 0 / km Peak: 0.4 / km Off peak 0.2 / km Trip of 20 km Peak: 3.50 Off peak 1.00

23 Scenario Parking L Peak: 0.05 / km Off peak 0 / km Peak: 0.2 / km Off peak 0.1 / km Trip of 20 km Peak: 1.80 Off peak 0.50

24 Scenario Parking 1. Congestion Charging peak 2. Car-pooling subsidy, - 25 / month 3. Tax on free work place parking, / day

25 Scenario Public L Peak: 0.05 / km Off peak 0 / km Peak: 0.2 / km Off peak 0.1 / km Trip of 20 km Peak: 1.80 Off peak 0.50

26 Scenario Public 1. Congestion Charging peak 2. Improved zone fare system on public transport 3. Improved Cycleways, -10% travel time, inner zone 4. Comfort measures on public transport 5. New transverse rail connection

27 Scenario Public

28 Results Traffic production Bottle neck effects Modal split Number of trips Emissions CBA

29 Traffic production Inner zone mil.vkm / 24h % -17 % -17 % Do Nothing Congestion Parking Public

30 Traffic production Outer zone mil.vkm / 24h % -6 % -9 % Do Nothing Congestion Parking Public

31 Traffic production Stockholm region mil.vkm / 24h % -5 % -9 % Do Nothing Congestion Parking Public

32 Bottle-neck effects peak hour Today 2015 Do Nothing

33 Bottle-neck effects peak hour Do Nothing Congestion

34 Bottle-neck effects peak hour Do Nothing Parking

35 Bottle-neck effects peak hour Do Nothing Public

36 Modal split * 1000 trips Public Transport Cycle / Walk Car Do Nothing Congestion Parking Public

37 Total number of trips * 1000 trips % % % Do Nothing Congestion Parking Public

38 Scenario Public

39 Emissions - NOx * 1000 kg / year % -4 % -7 % Do Nothing Congestion Parking Public

40 Mil per year Accidents CBA Emissions Revenue/cost Travel time/cost Total benefit Congestion Parking Public

41 Integration South / North * 1000 trips Congestion Parking Public

42 Conclusions Combiningmeasures can be an alternative to congestion charging only Modelling of mobility managament measures is possible in SAMPERS, Park-and-ride need development Synergy effects need more analysis