Costs and Ex Tern Ali Ties of Road Transport in Portugal

Urban Transport 2010 // 5-7 May 2010 // St. Raphael Resort, Cyprus M. Lopes, P. Gomes, H. Martins, C.
Borrego // Costs and Exernalities of Road Transport in Portugal
Costs and Externalities of Road Transport in Portugal

M. Lopes*, P. Gomes**, H. Martins*, C. Borrego* * CESAM, Department of Environment and Planning, University of Aveiro, Portugal ** GOVCOPP, Unit of Social, Legal and Political Sciences, University of Aveiro, Portugal
University of Aveiro
University of vora
General Directorate for Land Use Management and Urban Development
Urban Transport 2010 // 5-7 May 2010 // St. Raphael Resort, Cyprus M. Lopes, P. Gomes, H. Martins, C. Borrego // Costs and Exernalities of Road Transport in Portugal
1. Research Project Costs and Benefits of urban dispersion on a local scale 1. Background 2. Objectives 3. Project Design
2. Internal and external costs of road transport in Portugal 1. Definitions, objectives and methodological issues 2. Transport modes and cost components 3. Fleet characteristics 4. Internal costs 5. External costs 6. Integrated costs
3. Conclusions
Background:
What is urban dispersion?
SPECIFIC OBJECTIVES
METHODOLOGICAL PATHWAY
CORE OBJECTIVES
OPERATIVE AMBITION
- To characterize urban settlement forms (compact and dispersed) on a local scale - To identify and compare costs of distinct urban settlement forms (compact and dispersed) - To formulate a Quality of Life concept in an algorithm encompassing different opinion groups - To compare costs and QoL for different opinion groups and occupation forms - To characterize the Real Estate Market leading to urban dispersion -
TO FORMULATE AND JUSTIFY: WHICH ATTITUDE TO ADOPT REGARDING GROWING DISPERSION SCENARIOS FOR PLANNING AND ORGANIZING CURRENT DISPERSION
Project Design
Extended City
BASE LAND UNITS
COSTS - LOCAL INFRASTUCTURE - MOBILITY - EXTERNALITIES
BENEFITS = QUALITY OF LIFE
REAL ESTATE MARKET
COSTS/BENEFITS HOW TO DO IT? WHAT TO DO?
Internal and external costs of road transport:

Definitions Definitions are consensual: - internal costs are borne by the user causing them; - external ones are borne by others than those who cause them; - integrated (or social) ones are the sum of the previous two. But their application isnt, for several reasons: - Reference unit: an individual, a system; - Different understandings of what is covered by cost internalization mechanisms - Research background

Objectives
- To identify the most relevant transport modes in the study areas and to characterize respective vehicle fleets; - To determine internal costs associated to each transport mode; - To determine external costs associated to each transport mode; - To calculate integrated costs per vehicle-km and user-km per transport mode.

Methodological issues Ultimate goal: to calculate costs of mobility patterns associable to different urban settlement patterns which can be compared to the remaining costs and benefits, so that planning scenarios may be built. Consequently, costs to calculate should be: - average, as the purpose is to compare situations and not to estimate additional costs of an additional vehicle in the system; - per vehicle-km and per user-km, taking into account average mileages and lifetimes. Other assumptions: - Systemic approach: excludes internalization and financing mechanisms; - Infrastructure costs are contemplated in another task: excludes all costs (internal and external) related to it; - 2005 as reference year; 2009 prices (updated via CPI); - Secondary data was privileged, sometimes combining sources; primary data was also retrieved. Diversity of sources and methods. Bottom-up and top-down approaches.

Transport modes and cost components
Transport modes: -Passenger cars -Light duty vehicles -Buses and coaches -Heavy duty vehicles -Mopeds -Motorcycles Cost components: -Internal: investment, inspection, insurance, energy, maintenance; -External: accidents, air pollution, climate change, noise.

Vehicle fleet characteristics
Transport mode
Nb. of vehicles
Avg. lifetime (years) 17,9 15,1 16,8 16,1 12,3 12,3
Average mileage throughout lifetime (km) 200.000 250.000 1.102.778 1.378.472 57.033 46.145
Average annual mileage
Occupancy rate (passengers/vehicle) or load factor (tons/vehicle) 2,28 0,75 17,1 5,1 1,12 1,12
Passenger cars LDV Buses/coaches HDV Mopeds Motorcycles
4.795.147 788.018 12.558 157.586 330.538 157.040
11.187 16.544 65.642 85.651 4.620 3.738

Internal costs
0,250 0,227
Internal costs (/pkm or /tkm)
0,200 0,178
0,150
0,100 0,077 0,057 0,050
0,084 0,064
0,000 Passenger cars Buses and coaches Mopeds Motorcycles LDV HDV
100% 90% 80% 70% 60% 50% 40% 30% 20% 10% 0%
Pa ss en ge rc ar Bu s se s an d co ac he s op ed s es V ot or cy cl HD LD V
Maintenance Energy Insurance Inspection Investment

External costs
0,600
0,500 External costs (/pkm or /tkm)
0,491
0,400
0,300
0,200
0,162
0,173
0,100 0,051 0,027 0,000 Passenger cars Buses and coaches Mopeds Motorcycles LDV HDV 0,022 100% 90% 80% 70% 60% 50% 40% 30% 20% 10% 0% Buses and coaches Passenger cars Mopeds Motorcycles HDV LDV Climate change Air pollution Noise Accidents

Integrated costs
0,800 0,717 0,700 Integrated costs (/pkm or /tkm) 0,600 0,500 0,400 0,300 0,200 0,103 0,100 0,000 Passenger cars Buses and coaches Mopeds Motorcycles LDV HDV 80% 0,054 100% 0,115
0,350 0,247
60% External costs Internal costs 40%
20%
0%
Pa ss en ge rc ar Bu s se s an d co ac he s op ed s es V ot or cy cl HD LD V
Conclusions
- In internal costs, energy costs predominate in heavy modes, while investment ones are more important for the remaining; - In external ones, accidents are extremely significant for two-wheelers; for the remaining modes, costs deriving from fuel consumption are the most relevant ones. - In integrated costs, two-wheelers are dominated by external costs, especially accident ones: - In passenger transport, two-wheelers high external costs make them the most expensive of all modes; collective transport is cheaper than individual/private transport. - In freight transport, modes should be articulated according to their vocation and cost differentials: heavy modes are less costly, per ton-km, than their light counterparts. - Relevant issues: load factors and occupancy rates; fleet renewal (consumption, technology); accident rates. - Prevailing dynamics tend to reinforce themselves use of passenger cars vs use of public transport: would an effort to increase buses occupancy rates actually lower their costs per passenger-km?
Thank you for listening.
Pedro S. Gomes serranogomes@ua.pt

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Urban Transport 2010 // 5-7 May 2010 // St. Raphael Resort, Cyprus M. Lopes, P. Gomes, H. Martins, C.

Borrego // Costs and Exernalities of Road Transport in Portugal

Costs and Externalities of Road Transport in Portugal

General Directorate for Land Use Management and Urban Development

BASE LAND UNITS

COSTS - LOCAL INFRASTUCTURE - MOBILITY - EXTERNALITIES

BENEFITS = QUALITY OF LIFE

REAL ESTATE MARKET

COSTS/BENEFITS HOW TO DO IT? WHAT TO DO?

Internal and external costs of road transport:

Internal and external costs of road transport:

Internal and external costs of road transport:

Internal and external costs of road transport:

Internal and external costs of road transport:

Avg. lifetime (years) 17,9 15,1 16,8 16,1 12,3 12,3

Average annual mileage

Passenger cars LDV Buses/coaches HDV Mopeds Motorcycles

4.795.147 788.018 12.558 157.586 330.538 157.040

11.187 16.544 65.642 85.651 4.620 3.738

Internal and external costs of road transport:

Internal costs (/pkm or /tkm)

0,100 0,077 0,057 0,050

Maintenance Energy Insurance Inspection Investment

Internal and external costs of road transport:

0,500 External costs (/pkm or /tkm)

Internal and external costs of road transport:

60% External costs Internal costs 40%

Thank you for listening.

Pedro S. Gomes serranogomes@ua.pt

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