Abstract
This article provides a prospective study of mobility policies for the private car and public transit (PT) modes of transportation in the Paris Ile-de-France region. Different economic instruments are considered: pricing of car traffic or transit service, subsidizing PT, and investment in PT to improve service quality. Policy scenarios are defined and assessed according to multiple criteria: users’ benefits, PT production costs and fare revenues, public subsidies, and environmental damage both local (air pollution) and global (carbon emissions). The social, economic, and environmental impacts are monetized and aggregated in a wellbeing function. While a first set of scenarios are specified directly, two other sets of scenarios are calculated by optimizing the wellbeing function with respect to action variables on the transit mode in the medium or long run. The regional mobility system is modeled in a structural way: concentric subregions, travel demand segmented by geographical and behavioral conditions, environmental impacts based on road and rail traffic, and car mode and transit mode depicted each as a set of technical components involving 1 to 3 structural factors that can make action levers. This model-based methodology allows for trading between different kinds of impacts and identifying performance-oriented policy packages.
Highlights
In an urban territory, the mobility system provides access to the places of activity and accommodation
For medium to long distance trips, motorized modes such as the private car (PC) and public transit (PT) by bus or train are convenient to their users
The motorized modes damage the environment, by the consumption of matters and energy, and by the emission of greenhouse gases, air pollutants, and noise. e last two items are of special concern to the dwellers living in the vicinity of roadway traffic
Summary
The mobility system provides access to the places of activity and accommodation. We look for structural recomposition of the transit network in terms of submodes (bus, metro, and train) in subregions (central area, inner ring, and outer ring), so as to maximize the collective benefits to users, operators, and the environment. Both the transit mode and the car mode are considered, with special emphasis on mode choice on the basis of service quality, travel time, and money costs which involve transit fares and optionally road charges. E model will be used in two ways: either to assess specific plans with preset values of the structural factors or to look for an optimal plan by maximizing an objective function, optionally subjected to a budget constraint. We shall discuss the outreach and limitations of the study and point to directions of further research (Section 6)
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