Costs and Ex Tern Ali Ties of Road Transport in Portugal

8/3/2019 Costs and Ex Tern Ali Ties of Road Transport in Portugal

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General Directorate for Land Use Management and Urban DevelopmentUniversity of voraUniversity of Aveiro

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

Costs and Externalities of RoadTransport 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


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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 costs6. Integrated costs

3. Conclusions


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Background:What is urban dispersion?


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SPECIFIC OBJECTIVES

METHODOLOGICAL PATHWAY

- 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 inan algorithm encompassing differentopinion groups

- To compare costs and QoL for differentopinion groups and occupation forms

- To characterize the Real Estate Marketleading to urban dispersion

CORE OBJECTIVES

OPERATIVE AMBITION

TO FORMULATE AND JUSTIFY:

- WHICH ATTITUDE TO ADOPTREGARDING GROWING

DISPERSION

- SCENARIOS FOR PLANNINGAND ORGANIZING CURRENT

DISPERSION


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Extended City

BASE LAND UNITS

COSTS- LOCAL INFRASTUCTURE- MOBILITY- EXTERNALITIES

BENEFITS=

QUALITY OF LIFE

REAL ESTATEMARKET

COSTS/BENEFITS

WHAT TO DO?

HOW TO DO IT?

Project Design


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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

Internal and external costs of road transport:Definitions


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Internal and external costs of road transport:Objectives

- To identify the most relevant transport modes in the study areas and to characterizerespective 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.


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Internal and external costs of road transport:Methodological issues

Ultimate goal: to calculate costs of mobility patterns associable to different urban settlementpatterns 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 costsof 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 andexternal) 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.


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Internal and external costs of road transport: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.


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Internal and external costs of road transport:Vehicle fleet characteristics

1,123.73846.14512,3157.040Motorcycles

1,124.62057.03312,3330.538Mopeds

5,185.6511.378.47216,1157.586HDV

17,165.6421.102.77816,812.558Buses/coaches

0,7516.544250.00015,1788.018LDV

2,2811.187200.00017,94.795.147Passenger cars

Occupancy rate(passengers/vehicle) or

load factor (tons/vehicle)

Average annual mileageAverage mileage

throughout lifetime

(km)

Avg.lifetime

(years)

Nb. of

vehicles

Transport mode


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Internal and external costs of road transport:Internal costs

0,077

0,057

0,084

0,227

0,178

0,064

0,000

0,050

0,100

0,150

0,200

0,250

Passengercars

Buses andcoaches

Mopeds Motorcycles LDV HDV

Internalcosts(/pkmo

r

/tkm)

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

Passeng

ercars

Buse

sandco

ache

s

Moped

s

Motorcycle

sLD

VHD

V

Maintenance

Energy

Insurance

Inspection

Investment


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Internal and external costs of road transport:External costs

0,027 0,022

0,162

0,491

0,173

0,051

0,000

0,100

0,200

0,300

0,400

0,500

0,600

Passengercars

Buses andcoaches


Externalcosts(/pkmo

r/tkm)

0%

10%

20%

30%

40%50%

60%

70%

80%

90%

100%

Passenge

rcars

Buse

sand

coa

ches

Mopeds

Motorc

ycles

LDV

HDV

Climate change

Air pollution

NoiseAccidents


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Internal and external costs of road transport:Integrated costs

0,103

0,054

0,247

0,717

0,350

0,115

0,000

0,100

0,200

0,300

0,400

0,500

0,600

0,700

0,800

Passengercars

Buses andcoaches


Integratedcosts(/pkmo

r/tkm)

0%

20%

40%

60%

80%

100%

Passeng

ercars

Busesa

ndcoache

s

Moped

s

Motorcycle

sLD

VHD

V

External costs

Internal costs


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Conclusions

- In internal costs, energy costs predominate in heavy modes, while investment ones are moreimportant for the remaining;

- In external ones, accidents are extremely significant for two-wheelers; for the remainingmodes, 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 mostexpensive of all modes; collective transport is cheaper than individual/private

transport.

- In freight transport, modes should be articulated according to their vocation and costdifferentials: 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 ofpublic transport: would an effort to increase buses occupancy rates actually lower their costsper passenger-km?


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Thank you for listening.

Pedro S. [email protected]

Costs and Ex Tern Ali Ties of Road Transport in Portugal

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