Planning Models for Transit Systems at Regional Level
F Russo, University of Reggio Calabria, IT
In accordance with the EU directives concerning opening-up the public transport sector to free competition, the Italian government has arranged a sectoral reform that regulates such opening-up and transfers funds and decision-making competence to the regional authorities. One of the objectives underling the reform is to obtain, for each areal system served by public transport a ratio between fare revenues and service costs which is greater than a set value.
The reform?s application and achievable results are currently being widely debated in Italy. In this context the Minister for Italian Research has funded, for a working group consisting of six Italian university departments, a research project whose aim is to produce "guidelines for Local Transport Service Planning".
One of the research lines concerns the need to define and test a system of models which might allow regional authorities to forecast the results of policies that they want to implement.
The general process for developing a transit plan has been subdivided into the following, variously connected, phases or macromodels: demand; supply; modal, time and fare integration; supply-demand interaction; revenues and costs. The schematic structure of the system of models is reported. In the end,the overall predictive process may not produce satisfactory results at the first iteration. We can therefore intervene by changing the various elements of the process, formulating different policies, hence arriving at new results. The process is reiterated until predictive results deemed valid are obtained.
Each macromodel consists of different elements. The main elements are as follows: main models and algorithms, which form the engine of each macromodel;
* internal input data from other system macromodels;
* internal output data, used for other system macromodels or which make up the final results required to assess the plan;
* input data which are exogenous to the overall system, required for the main models;
* input data required for the main engines; these data may be supplied empirically or generated using subsidiary models and algorithms (what to model, expert panel, ); the data are endogenous in relation to the overall iteration of the system of models.
Each predictive phase must also be able to operate at least on two different time scales: tactical and operative (short term) and tactical and strategic (medium term). In this context, each phase contains models that consider only spatial relations or models that consider space-time relations. Hence all the other elements of each phase must be arranged so as to give the input for the different predictive scales.
h2. Session ATM 03ii
h3. A methodology for supply simulation in transit systems: application to an Italian extra-urban area
CARTISANO, A, University of Reggio Calabria, ItalyRINDONE, C, University of Reggio Calabria, ItalyRUSSO, F, University of Reggio Calabria, Italy
In transportation system one of the main activity is the simulation the supply system. For transit system two approaches can be used: line-based approach, where all runs belonging to the same line are simulated in a single infrastructure line; run-based approach where the single runs are explicitly simulated.
In this paper the two approaches are applied in the extra-urban supply system of Reggio Calabria provincia. In this area there are about 570.000 inhabitant and the supply has more than 1.300 runs a day. The result obtained from the different supply approaches are discussed and they are used in other models of the general model as input for demand and assignment simulation, for evaluate services integration and operative costs.
Association for European Transport