Mestrado em Ordenamento do Território e Urbanismo · Instituto Superior Técnico / Mestrado em Ordenamento do Território e Urbanismo 4 Supply side agents Infrastructure Operators

Instituto Superior Técnico / Mestrado em Ordenamento do Território e Urbanismo 1

Mestrado em Ordenamento do Território e Urbanismo

Planeamento

e Gestão da Mobilidade Urbana João de Abreu e Silva

Sessão 4:

- Instituições: Agentes, Desenho Institucional e

Contratualização (agradecimentos: Prof Rosário Macário pelos slides desta aula)


Os agentes da Mobilidade

Mobility agents can be organized into several groups:

Demand side (active, passive, framework)

Supply side (infrastructure, services, technology)

External elements

Organization and regulation side

Organization and regulation agents have a double mission

Represent State and community interests

Organize the system in such a way that relationships between the

various agents are fair and promote system efficiency and stability


Demand side agents

“Active” demand side:

People (individuals or groups) who wish to move to certain places

Freight Forwarders

“Passive” demand side

Entities wishing to be the destination of moving people

Freight clients

Framework (creating incentives and defining choice ranges)

Agents defining land-use and activities

Supply side agents

Organization and regulation agents


Supply side agents

Infrastructure

Operators / Managers of Linear Networks

Operators / Managers of Terminals (incl. Parking)

Services

Transport Operators

Traffic Managers

Supervision and enforcement institutions

Supply and maintenance services for vehicles and travellers

Information suppliers for users and other service suppliers

Banks and Financing institutions

Technology

Infrastructure design and construction industry

Industry and distribution of vehicles, accessories and consumables

Information and communication technology suppliers


External elements

This group includes those who are negatively affected by transportation (those who are positively affected turn into agents as a way of maximizing their own benefits)

Directly affected (self-interests)

User associations

Accident victims

Groups affected by noise and emissions

Communities that have been separated by linear infrastructures

Indirectly affected (moral interests)

Pressure groups

For the environment

For safety


Conflicts of interests

The variety of interests we can become aware of from the list of

involved agents easily leads to the perception of the latent conflicts

of interests

Full satisfaction (or even incentive) of demand vs. Demand moderation

Speed vs. Safety

Improved Performance vs. Lower service costs

User-pays or transport for all?

Environment protection vs. (Nearly) Universal access to car ownership

Public PT Operators (easier integration) vs. Private PT Operators

(higher efficiency)


Organization and regulation side agents

Planning institutions

Of transport networks

Of land-use

Tax authorities

On vehicles, accessories and consumables

On transport services

Technical/safety authorities

Infrastructure construction standards

Vehicle approval standards

Driver licensing standards

Driving rules

Organization and regulation authorities for the services markets

Access to the profession

Access to the market

Service pricing structure

Operator remunerations


Tensions in the exercise of authority

(examples)

Division of power and responsibility between (European), national,

regional and local levels

Engagement between land-use and transport authorities

Levels of autonomy of service suppliers (supply planned by

authorities, operator initiative, hybrid system)

Taxation indexed to ownership, right of use or effective use

Subsidization levels of transport services, targets and sources of

those subsidies

Mechanisms for the promotion of safety and efficiency in the

various components of supply


Institutional design

Institutional design is:

Definition of (Public Administration, hybrid or associative) bodies

Allocation of shares of power (missions) to each one of those bodies

Allocation of resources to the bodies, for the fulfilment of those missions

Definition of rules of engagement between bodies in the domains with reciprocal implications

Inevitably, each body will behave:

In the defence of the fulfilment of their entrusted missions

In reinforcement of their assertion of power

A good institutional design is essential for a stable and efficient system functioning

Although institutional design specification reflects the relative power of the existing powers, the evaluation of its stability and the predictable biases can be carried out based on Game Theory


Agents, Institutional Design and Urban Mobility

Management

Institutional design a particularly interesting subject for Transport Policy

But its analysis and understanding can be determinant for the identification of poorly resolved tensions at the Urban Mobility and management level

As with any Urban Mobility problem, it is necessary to

Identify the most relevant agents

Understand their interests and their effective power to influence institutional decision-makers

Explore alternative ways of satisfying the legitimate interests of each agent group, while penalizing as little as possible the equally legitimate interests of all the others

Frequently, the solution will require changes in the organization and/or supporting technology


INFLUENCE (MANAGE)

MOBILITY


Mode choice

Factors of mode choice

Private transport

Vehicle availability

Trips subject to others’ needs (bring/collect family members, reduced

mobility citizens,...)

...

Public transport

Proximity of stops to Origin and Destination

Supply compatible with the trip (in frequency, time of day – journey to vs

from, in quality, ...)

....


Influence (Manage) Mobility

Influence ...

The amount of mobility

The mode choice

The trip destination, and

The travel time / time of day it takes place

Instruments ...

Supply (infrastructure, services, pricing, regulation)

Land-use

Activity regulation


Instruments (Supply side) (1)

Infrastructure:

Creating good conditions for P&R, K&R, and interfaces with road

public transport

Creating bicycle lanes

Implementing pedestrian routes

Peripheral/outlying parking

Logistical distribution parks on the periphery, supported by a

network of distribution at a smaller scale (and lighter) => fewer

heavy goods vehicles

...



Services:

Through the supply of complementary services at stations and public

transport interfaces:

basic: ATM machine, fast-food, tobacco and newspapers

1st level attractors: short-stay essential commerce such as quick repairs

– keys, shoes, etc., bakery and wide consumer goods

2nd level attractors: anchor shop: Citizen services, large electronics and

entertainment retail store (FNAC), language schools, gyms, day-care,

etc.

...



Services:

User information:

Strategic (create trust in availability, predictability and quality of service)

Tactical (facilitate trip planning, choice of the best route – stopovers and

fare)

Operational (manage the trip in real time – waiting, in-vehicle, on

stopover, upon arrival)

During waiting and stopover, user information systems with needed but

not superfluous “information” (destination, schedules, types of service);

in-vehicle (next stop, connections with other lines); upon arrival (location

map, landmarks, etc.).

User warning systems (bips, pagers, buscall, internet, etc.)



Pricing system:

Public transport

Tariff integration as an element to promote mobility: adaptation of tariffs

to multi-mode trip chains

As a mobility manager: different transport costs depending on type of

entry in the transport system

Incentive to diversification of services to satisfy a larger number of

market segments

Evolve towards direct subsidization (however, basic services to be

subsidized, remaining services use commercial prices)

New tickets for new demand segments (family tickets, group tickets,

etc.)



Pricing system:

Private transport

Repress abuse, not use

Paid parking

Tolls (on key infrastructure – bridges, motorways, etc.); Urban tolls =>

Control and pricing issues – confidentiality

Prices depending on saturation and usage levels (less frequent use

corresponding to lower costs, more frequent use to higher costs - use

vs. abuse)

...



Regulatory:

High occupancy private transport lanes

Car pooling promotion

public transport use promotion (corridors, controlled traffic lights,

etc.)

Mobility management / Mobility centers

Creation of a metropolitan transport authority

Not penalizing bicycle use (eg. carrying bicycles in train carriages)

...


Instruments (Land-Use)

Land-use instruments:

Limit urban sprawl

Spatially redistribute activities

Correct asymmetries (rents)

More demanding Urbanization Plans

Construction and parking indexes

Only license large trip generators in locations with great public transport

accessibility


Instruments (Activity Regulation)

Activity regulation instruments:

Loading and unloading schedules

Promoting deferred opening schedules

Companies: Location as a function of generated mobility; adopt

incentives to the reduction of private car commuting; parking

restrictions

Public-Private Partnerships for joint management and accountability

on mobility created by urban development beyond a certain size

Tele-commuting


SUPPLY

LAND-USE ACTIVITY REGULATION Infrastructure COMPLEMENTARY

SERVICES

PRICING SYSTEM REGULATORY

Creating good

conditions for P&R,

K&R, public transport

interfaces

Creating bicycle lanes

Pedestrian networks

Peripheral parking

Periphery logistical

distribution

Complementary to

journey:

basic: ATM machine,

fast-food, newspapers

1st level attractors:

short-stay essential

commerce

2nd level attractors:

anchor shop

Public information:

Strategic (promote

use)

Tactical (choice

support)

Operational (during

the trip)

User warning

systems (bips,

pagers, buscall,

internet, etc.)

Public transport:

Tariff integration on

multi-mode trip chains

As a mobility

manager: different

transport costs

Incentive to

diversification of

services to satisfy a

larger number of

market segments

Evolve towards direct

subsidization

New tickets for new

demand segments

Private transport:

Repress abuse, not

use

Paid parking

Tolls / Urban tolls

Prices depending on

saturation and usage

levels

High occupancy

private transport

lanes (HOV)

Car pooling promotion

public transport use

promotion (corridors,

traffic lights)

Mobility management

/ Mobility centers

Creation of a

metropolitan transport

authority

Not penalizing bicycle

use (on public

transport)

Limit urban sprawl

Spatially redistribute

activities

Correct asymmetries

(rents)

More demanding

Urbanization Plans

Construction and

parking indexes

Only license large trip

generators in

locations with great

public transport

accessibility

Loading and

unloading schedules

Flexible opening

hours

Companies: Location

as a function of

generated mobility;

adopt incentives to

the reduction of

private car

commuting; parking

restrictions

Public-Private

Partnerships for joint

management and

accountability on

mobility created by

urban development

beyond a certain size

Tele-commuting and

flexible working hours

Instruments (Summary Table)


Summary

There are multiple available instruments

On Transport Systems

On Economic Activities

On Land-Use

There are no neutral interventions, all change habits and “rights” of some

segments of society (but without that you cannot change mobility)

The most difficult part is to ensure coherence, transversal and longitudinal of

interventions

Transversal: of the various public agents

Longitudinal: of each public agent along time

The complexity of the system and the multiplicity of interests impose

performance monitoring as the basis for effective management


CONTRACTS FOR PUBLIC TRANSPORT

AND INFRASTRUCTURES


Introduction

• Public transport is defined and structured in a wide variety of contractual practices

depending the country and city.

• Numerous differences and similarities can be found:

– The way national and local authorities divide regulatory powers upon public transport

– The way public transport funding is organised

– The ownership and transport operators structure

– The nature of the relationship between authorities and operators

– The type of regulatory regime (free market regimes, authority provision)

– ...

These issues are translated into contracts, each one with its own environment and

political concerns.


Introduction

• Public Service Contracts is the normal method of securing the fulfilment of public service

objectives, while still leaving room for the imposition of obligations.

• Contracts…

– have been used to change the relationship between authorities and local public service

providers.

– are important tools regardless of whether the operator is owned privately, or by the

authority or another public body.

– can define a wide variety of objectives as transport, economic, financial, social and

environmental.

– can be used at regional, national or even international levels. Consequently, their use

is often promoted by external regional, national or supra-national agencies.


Type of contracts (I)


Type of contracts (II)


Infrastructure Delivery (I)


Infrastructure Delivery (II)


Matrix of Responsibility


City characteristics


Additional references

Urban Travel and Sustainable Development, ECMT – OCDE The

European Platform on Mobility Management website >

www.epommweb.org

MOST - MObility Management STrategies for the next Decades (5th

framework research project on Mobility Management) >

http://mo.st/

CIVITAS – Cleaner and better Transport in Cities

http://www.civitas-initiative.org/main.phtml?lan=en

Macário R., Pedro M., Contracts, BRT-ALC




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Mestrado em Ordenamento do Território e Urbanismo · Instituto Superior Técnico / Mestrado em Ordenamento do Território e Urbanismo 4 Supply side agents Infrastructure Operators