Rethinking the Jonio Metro station as a Transport Hub

Rethinking the Jonio Metro station as a Transport Hub
Faculty of Civil and Industrial Engineering
Department of Civil, Construction and Environmental Engineering
Master Degree in Transport Systems Engineering
Buyanov Oleg
Matricola 1838671
Supervisor
Prof. Eng. Cristiana Piccioni
A.Y. 2019-2020

To see the World, things dangerous to come to,
to see behind the walls, to draw closer,
to find each other and feel.
That is the purpose of LIFE.

ACKNOWLEDGEMENTS
I would first like to express my sincere gratitude to my supervisor, Prof. Cristiana Piccioni of
Transportation Systems Engineering at the Sapienza University of Rome, for providing guid-
ance and feedback throughout this thesis work.
Special thanks to Prof. Guido Gentile of Transportation Systems Engineering at the Sapienza
University of Rome and President and Director of Research & Innovation in PTV SISTeMA for
his professionalism in the field of modeling, his advice gave a great contribution to my profes-
sional activity and I am grateful to know such a person personally.
I express my deepest thanks to Domingo Lunardon Senior of Transport Engineering Consult-
ing, PTV group for taking part in useful decision & giving necessary advices and guidance
and arranged all facilities to make life easier. I choose this moment to acknowledge his con-
tribution gratefully.
The internship opportunity I had with Transport Engineering was a great chance for learning
and professional development. Therefore, I consider myself as a very lucky individual as I
was provided with an opportunity to be a part of it. I am also grateful for having a chance to
meet so many wonderful people and professionals who led me though this internship period. I
perceive as this opportunity as a big milestone in my career development. I will strive to use
gained skills and knowledge in the best possible way.
Last but not least, I must express my very profound gratitude to my mother, my friends, and
my family for providing me with unfailing support and continuous encouragement throughout
my years of study and through the process of researching and writing this thesis. This ac-
complishment would not have been possible without them.
Thank you!

The present thesis was written in association with PTV-SISTeMA and Transport Engineering
Consulting

Index
Abstract................................................................................................................................8
1. Introduction ...................................................................................................................9
1.1. Objectives ..................................................................................................................9
2. CURRENT SITUATION...............................................................................................11
2.1. Standards and Methodology ....................................................................................11
2.2. Data Analysis...........................................................................................................14
2.2.1. Public transport planning ......................................................................................17
2.2.2. ATAC SPA............................................................................................................17
2.2.3. ROMA TPL SCARL ..............................................................................................18
2.2.4. Moving in Rome with local public transport...........................................................19
2.2.5. Territorial distribution of the various social components .......................................20
2.3. Analysis of the current situation: the Transportation overview .................................22
2.3.1. Main problems affecting the Jonio station.............................................................24
2.3.2. Possible solutions to transport issues...................................................................25
2.4. Transport plan of the current scenario .....................................................................25
2.5. Transport modeling of existing situation...................................................................28
2.5.1. Traffic surveys ......................................................................................................28
2.5.2. Traffic flows validation ..........................................................................................31
3. PROJECT PLAN .........................................................................................................37
3.1. The Concept ............................................................................................................37
3.2. Parking Concept ......................................................................................................41
3.2.1. Parking policy as essential part of urban development strategies ........................42
3.2.2. Technology...........................................................................................................48
3.3. Project design of Transportation System .................................................................57
3.3.1. Bike paths: characteristics and regulatory references ..........................................59
3.3.2. Facing COVID-19 .................................................................................................62
3.3.3. Prioritising cyclists and pedestrians for a safer, stronger recovery .......................62
3.4. Transport Modeling of project design.......................................................................64
4. COMPARISON OF CURRENT AND PROJECT STATUS..........................................67
4.1. Transportation system: benefits and disadvantages ................................................67
4.2. Model KPI ................................................................................................................71
4.3. A critical discussion of the main findings..................................................................73
5. CONCLUSION ............................................................................................................76
6. GRAPHIC MATERIALS...............................................................................................78
7. LIST OF REFERENCES .............................................................................................79

Figure index
Figure 1: Possible structures in Transport Hub (own’s elaboration) .......................................10
Figure 2: Limited Traffic Zones (Source: Transport Policy - Planning Tools)........................11
Figure 3: Coordinations (Source: Transport Policy - Planning Tools) ....................................12
Figure 4: In Poster (Source:Transport Policy - Planning Tools) ..............................................14
Figure 5: Limited Traffic Zones (Source: Roma Capitale) ........................................................16
Figure 6: (left) Number of stops/minute by bus and tram in each urban zone /(right) share
of the population served by at least one railway station (Source: ATAC S.p.A. Azienda per
la mobilità) ........................................................................................................................................20
Figure 7: the complex of non-labor forces (top left map) / For pensioners (top right map) /
Housewives / students (Source: ATAC S.p.A. Azienda per la mobilità).................................21
Figure 8: Large semi-circular building hosting a multi-storey parking (Source: Wikipedia) 22
Figure 9: Enter to the metro station (Source: ATAC S.p.A. Azienda per la mobilità)...........22
Figure 10: Unrealized project line D (Source: ATAC S.p.A. Azienda per la mobilità) ..........23
Figure 11: Bus stops and routes on Jonio (Source: ATAC S.p.A. Azienda per la mobilità)23
Figure 12: The Nuovo Salario station (Source: Photo) .............................................................24
Figure 13: Bus stop nearby to metro station Jonio (Source: Google map)............................24
Figure 14: Chaotic parking (Source: Google map) ....................................................................25
Figure 15: The scheme of transport and pedestrian traffic (own’s elaboration)....................26
Figure 16: Cross-section-roads (own’s elaboration)..................................................................27
Figure 17 - on-line google traffic data of the typical traffic (Source Google map) ................29
Figure 18: Stick diagram (own’s elaboration) .............................................................................30
Figure 19: Simulation of traffic in PTV Vissim near the metro statiom Jonio (own’s
elaboration).......................................................................................................................................34
Figure 20: Simulation Model - Current state SdF (Speed) .......................................................35
Figure 21: Social distancing disrupted public transport (Source: Mobiliy in Chain)..............39
Figure 22: Urban Renewal challenges (Source: )......................................................................40
Figure 23: Cross section with reducing number of lanes (Source: Regolamento Attuativo
del C.d.S)..........................................................................................................................................40
Figure 24: Multi-level parking (Source: JHK Architecten )........................................................41
Figure 25: Urban dev.,Time and Parking Policy (Source: Summary of findings of the Polis
Working Group on Social and Economic Issues on parking in cities) ....................................43
Figure 26: The Edinburgh zonal parking management system (Source: Summary of
findings of the Polis Working Group on Social and Economic Issues on parking in cities).44
Figure 27: The SUSTAPARK project (Source: Summary of findings of the Polis Working
Group on Social and Economic Issues on parking in cities). ...................................................45
Figure 28: “operational” and “strategic” parking and traffic management tools (Source:
Summary of findings of the Polis Working Group on Social and Economic Issues on
parking in cities)...............................................................................................................................45
Figure 29: Inspiring example: Tallinn (Source: Summary of findings of the Polis Working
Group on Social and Economic Issues on parking in cities). ...................................................46
Figure 30: Round structure features high strength (Source: Round Automated Parking
System).............................................................................................................................................48
Figure 31: Conventional parking facilities and round Automated parking facilities (Source:
Round Automated Parking System).............................................................................................49
Figure 32: Caissons built beforehand in a factory (Source: Round Automated Parking)
System).............................................................................................................................................49
Figure 33: Simple to assemble on the site (Source: Round Automated Parking System) ..50
Figure 34: Cars are converged is in the center (Source: Round Automated Parking
System).............................................................................................................................................50
Figure 35: Sapce can be utilized as a reservoir (Source: Round Automated Parking
System).............................................................................................................................................51

Figure 36: Square and Round Shapes (Source: Round Automated Parking System) ........52
Figure 37: Square Shapes (Source: Round Automated Parking System).............................53
Figure 38: Round Shapes (Source: Round Automated Parking System) ..............................54
Figure 39: In case of square type (Source: Round Automated Parking System) .................55
Figure 39: In case of round type (Source: Round Automated Parking System) ...................55
Figure 41: Drawing is an imaged hotel in the center of a city. (budget hotel) (Source:
Round Automated Parking System).............................................................................................56
Figure 42: The scheme of transport and pedestrian traffic (own’s elaboration)....................57
Figure 43: Cross-section-roads (own’s elaboration)..................................................................58
Figure 44: Source: Abacus of the urban planning regulations of the Municipality of
Scandicci...........................................................................................................................................60
Figure 45: Source: Abacus of the urban planning regulations of the Municipality of
Scandicci...........................................................................................................................................60
Figure 46: Simulation Model near to Jonio station (own’s elaboration)..................................64
Figure 47: Simulation Model traffic jam from Via Giovanni Conti to Da Via di Valle Melaina
............................................................................................................................................................65
Figure 48: Simulation Model - Project result SdP (Speed).......................................................66
Figure 49: Comparison Cross-section-roads Via Scarpanto A-A (own’s elaboration).........68
Figure 50: Comparison Cross-section-roads Via Giovanni Conti B-B (own’s elaboration) .69
Figure 51: Comparison Cross-section-roads Via delle Isole Curzolane C-C (own’s
elaboration).......................................................................................................................................69
Figure 52: The user manual for creating an Emergency Mobility Network ............................70
Figure 53: Google map with streets location (Source: Google map)......................................71
Table index
Table 1: Original OD Matrix ...........................................................................................................31
Table 2: OD – 0-Correction Matrix................................................................................................31
Table 3: OD – FurnessFix Matrix..................................................................................................31
Table 4: Calculation of the GEH for main maneuver.................................................................33
Table 5: KPIs - Current state SdF ................................................................................................35
Table 6: Vehicle Travel Time - Current state SdF......................................................................36
Table 7: KPIs - Data Collection Results - Current state SdF ...................................................36
Table 8: Ref. Comparison of type (Source: Round Automated Parking System).................52
Table 9: KPIs - Project result SdP................................................................................................65
Table 10: Vehicle Travel Time - Project result SdP...................................................................66
Table 11: Data Collection Results - Project result SdP.............................................................66
Table 12: KPIs – comparison SdF e SdP....................................................................................72
Table 13: KPIs – comparison SdF e SdP....................................................................................73

Abstract
The world, including transport, is changing fast. We still encounter many of the same
transport problemsof the past: congestion, pollution, accidents, financial deficits and pockets of
poor access. We are increasingly becoming money rich and time poor. However, we have
learnt a good deal from long periods of weak transport planning, limited investment, emphasis
on the short term and mistrust in strategic transport modelling and decision making. We have
learnt, for example, that old problems do not fade away under the pressure of attempts to re-
duce them through better traffic management; old problems reappear in new guises with even
greater vigour, pervading wider areas, and in their new forms they seem more complex and
difficult to handle. (by By Juan de Dios Ortúzar, Luis G. Willumsen - Modelling Transport).
In this thesis, a project was implemented to reorganize the transport system for the
Jonio metro station in Rome, Italy. First of all, the current situation was analyzed, the main
highways near the metro station were identified, as well as the public transport and the main
problems of using the public space affecting the transport system, thereby designating the
boundaries for the development of this study. Further, a project was carried out where an unin-
terrupted exit from the metro station was ensured to the next public transport route in the di-
rection of the Nuovo Salario railway station. It was also proposed a new space for multi-rage
parking centers to ensure an unhindered approach to pedestrians in the metro.
Performed micro and macro modeling were done for the current situation and the pro-
posed new one, then the identified positive and negative sides of the project. Besides, new
measures related to the containment of the COVID-19 epidemic were taken into account for
pedestrians and new bicycle paths were also introduced.
The output shows the possibility to reorganize this area for a better stay, thus creating a
more comfortable and liveable environment. Since the proposed project was performed while
the pandemic period of COVID-19, it was kept as an opportunity to implement new concepts
for the optimization of public space with an adaptation of using the technology for transport
planning and modeling.
Keywords: Transport Hub, Transport Modeling, Urban Transport Planning, Micromodel-
ing, Macromodeling, Travel Behavior, Reorganization, Buslines.

1. Introduction
1.1. Objectives
A transport hub (transport interchange) is a place where passengers can exchange dif-
ferent modes of transport with a more comfortable and faster route, including all the necessary
transport and mobile services.. Moreover, the parking lot for private transport serves as a hub.
Public transport hubs include train stations, rapid transit stations, bus stops, tram stops,
airports and ferries.
Modern electronic passenger information systems and journey planners require a digi-
tal representation of the stops and transportation hubs including their topology to provide crys-
tal clear transport updates and information.
Also, it could include any facilities, which need for given use-land.
Why do we need a Transport hub?
First of all we want to make connection with difference transport mode more comforta-
ble for passengers. Also, could give us a new inspiration, by creating the visually attractive
place where people could not only go through but also want to stop and sit and chat to other
people.
For example, the utopian ideal would be a place that’s safe and inspiring for children,
because if it’s good for them, it’s good for everyone. Their experience of interacting with the
environment is very different to ours because they can’t select their inputs. They are more
sensitive. Children need larger areas and bigger safety buffers. We need to create a distance
from the traffic. They need quiet, greater variation and interactiveness because children play,
they look around and touch, they want to explore, whereas adults go from A to B as fast as
possible. So ideally better have a softer, more undulating surface, varied in height and shape,
rather than straight lines. There would be places where we could overlook, and places to hide
and feel safe.
Secondly, we want to shift drivers from using cars to public transport.
Shifting private vehicles to more sustainable modes of transport delivers huge benefits
for the health and prosperity of cities and their citizens. It is also essential for reducing urban
greenhouse gas emissions.
Making private vehicle use more expensive or inconvenient is essential to driving a
modal shift. Creating parking space only for Sharing mode, like cars, scooters or bike.
Alongside disincentives for private car use, a shift away from private vehicles requires
the provision of convenient, efficient, affordable and appealing alternatives that travelers will
choose to take.
Also, various types of buildings can be directly related to the Transport Hub, thereby
providing comfort in service and allows you to provide additional places of work, business, in-
cluding entertainment. The Figure 1 below lists the possible structures performing the possible
uses.

10
Figure 1: Possible structures in Transport Hub (own’s elaboration)
Apartments
Flat parking
Railways
Metro Bus stops
Hotels
Offices
Shopping Molls
Multi-level parking

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2. CURRENT SITUATION
2.1. Standards and Methodology
Planning has become an increasingly complex task, and planners (as well as policy
makers) are faced with many, often contradictory demands:
• maintaining a high quality of life while also creating an attractive environment for businesses;
• restricting traffic in sensitive areas while not curbing the necessary movement of goods and
people;
• ensuring mobility for all while being confronted with financial constraints.
In addition there are wider issues to be addressed, with regards to public health, cli-
mate change, oil dependency, noise and air pollution, etc.
The procedure that is been used is based on the EU policies, which also needs to be
considered when performing urban planning in Italy.
The Urban Mobility Package
The 2013 Urban Mobility Package sets out a concept for Sustainable Urban Mobility
Plans Figure 2 that has emerged from a broad exchange between stakeholders and planning
experts across the European Union
Figure 2: Limited Traffic Zones (Source: Transport Policy - Planning Tools)

12
Sustainable Urban Mobility Plan (SUMP), is a strategic plan designed to satisfy the
mobility needs of people and businesses in cities and their surroundings for a better quality of
life. It builds on existing planning practices and takes due consideration of integration, partici-
pation, and evaluation principles.”
The Concept
1. Plan for sustainable mobility in the “functional urban area”
• Cities are connected with their surroundings by daily flows of people and goods,
meaning the geographical scope of a SUMP needs to be based on this “functional urban ar-
ea”.
• Depending on the local context, this might be a city and its surrounding peri-urban ar-
ea, an entire polycentric region, or another constellation of municipalities.
• The definition of a functional urban area has been agreed upon by the OECD, Euro-
stat and DG for Regional and Urban Policy. It is based on “population density to identify urban
cores, and on travel-to-work flows to identify the hinterlands whose labour market is highly in-
tegrated with thecores
2. Cooperate across institutional boundaries
• The development and implementation of a Sustainable Urban Mobility Plan needs to
be based on a high level of cooperation, coordination, and consultation across different levels
of government and between institutions (and their departments) in the planning area.
• Sustainable Urban Mobility Planning, as it shown in Figure 3 should be based on:
– Cooperation to ensure the consistency and complementarity of the SUMP with poli-
cies and plans in sectors related to transport (e.g. land use and spatial planning, social ser-
vices, health, energy, education, enforcement and policing).
– Close exchange with relevant authorities at other levels of overnment (e.g. district,
municipality, agglomeration, region and state).
– Coordination with public and private sector providers of transport services.
Figure 3: Coordinations (Source: Transport Policy - Planning Tools)

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3. Involve citizens and stakeholders
A Sustainable Urban Mobility Plan focuses on meeting the mobility needs of people in
the functional urban area, both residents and visitors, as well as institutions and companies
based there. It follows a transparent and participatory approach, actively involving citizens and
other stakeholders throughout the plan’s development and implementation.
Early and active involvement makes public acceptance and support more likely, thereby
minimising political risks and facilitating implementation.
4. Assess current and future performance
• A Sustainable Urban Mobility Plan builds on a thorough assessment of the current
and future performance of the transport system in the functional urban area.
• It provides a comprehensive review of the existing situation and establishes a base-
line against which progress can be measured.
• To do this, the Sustainable Urban Mobility Planning process identifies performance
indicators
• This status analysis also includes a review of current capacities and resources and of
the institutional set-up for planning and implementation.
5. Define a long-term vision and a clear implementation plan
• A Sustainable Urban Mobility Plan is based on a long- term vision for transport and
mobility development for the entire functional urban area and covers all modes and forms of
transport: public and private; passenger and freight; motorised and non-motorised; moving and
stationary.
• It also includes infrastructure and services.
• A SUMP contains a plan for the short-term implementation of objectives and targets
through measure packages. It includes an implementation timetable and budget as well as a
clear allocation of responsibilities and an outline of the resources required.
6. Develop all transport modes in an integrated manner
• A Sustainable Urban Mobility Plan fosters balanced and integrated development of all
relevant transport modes while prioritising sustainable mobility solutions.
• A SUMP includes infrastructure, technical, regulatory, promotional and financial
measures.
• A Sustainable Urban Mobility Plan addresses all forms of collective mobility (tradition-
al public transport as well as new services based on sharing, including new business models);
active mobility (walking and cycling); intermodality and doorto-door mobility; road safety; mov-
ing and stationary vehicles; freight and service delivery; logistics; mobility management; and
Intelligent Transport Systems (ITS).
7. Arrange for monitoring and evaluation
• The implementation of a Sustainable Urban Mobility Plan must be monitored closely.
Progress towards the objectives of the plan and meeting the targets are assessed regularly
based on the chosen performance indicators.
• Ongoing monitoring and evaluation of the implementation of measures can suggest

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revisions of targets and, where necessary, corrective action in implementation.
• A monitoring report that is shared and communicated with citizens and stakeholders
informs about the progress in the development and implementation of the Sustainable Urban
Mobility Plan.
8. Assure quality
• Having mechanisms in place to ensure a SUMP’s general professional quality and to
validate its compliance with the requirements of the Sustainable Urban Mobility Plan concept
Figure 4 (i.e. this document) is an effort worth taking.
• Assurance of data quality and risk management during implementation requires spe-
cific attention.
• These tasks can be delegated to external quality reviewers or another government in-
stitution (e.g. on the regional or national level), while it can be facilitated by the use of tools like
the SUMP Self Assessment Tool.
Figure 4: In Poster (Source:Transport Policy - Planning Tools)
2.2. Data Analysis
The General Plan of Urban Traffic (PGTU) is a planning and programming document
that defines the idea of a moving city that one wants to pursue. 15 years after the approval of
the first PGTU in Rome, the Campidoglio has developed a new Plan that was presented to the
city during an event open to all to which were present, among others, associations of citizens
and representatives of Municipalities.

15
The new General Plan of Urban Traffic follows an approval process that started from a
phase of prior consultation through its online publication on the Move to Rome site. With the
resolution of the Giunta Capitolina n. 70/2014 was approved the provisional text of the PGTU
and its annexes " Viario Regulation and Functional Ranking ", " Perimeter of built-up areas "
and " Masterplan of technologies for mobility ". Subsequently, it was possible to send observa-
tions to the Mobility and Transport Department by interested parties, including individual citi-
zens, who were evaluated and (if accepted) introduced in the Plan documentation.
The new PGTU was approved by the Capitolina Assembly with Resolution n. 21 of 16
April 2015.
The premises of the new Plan started with the observation of a reality that was pro-
foundly modified compared to that of 1999. In the last 15 years, in fact, Rome has changed
and with it the ways of moving residents and commuters have changed. Suffice it to say that
the percentage of those living outside the Outer Ring Road (GRA - Grande Raccordo Anulare)
has risen from 18% at that time to 26% today and, with the effects of the new Town Plan, the
quota is destined to exceed 30%. For this reason, commuters' daily journeys have increased
by 50% since 2004, rising from 550,000 to over 820,000, with a loss in traffic of around 135
million hours each year for an estimated economic loss of 1.5 billion euros. Added to this is the
fact of road safety, which in the city is worth 1.3 billion euros of social costs due to acci-
dents. At least 60% of trips from the metropolitan area to the city center today still take place
by private transport. In numerical terms, this means that potentially circulating vehicles, includ-
ing motorcycles and scooters, are now 2.8 million with a motorization rate of 978 vehicles per
thousand inhabitants in 2011, compared with 398 in London and 415 in Paris. On the other
hand, the ATAC fleet is increasingly dated and the network of preferential lanes stops at
around 100 kilometers in 2007.
The new General Urban Traffic Plan intends to cover the shortcomings of the public
transport service, offering faster vehicles, increasing the number of preferential lanes by 40%
and improving the connection system between the city center and the areas outside the GRA.

16
Figure 5: Limited Traffic Zones (Source: Roma Capitale)
In this context, the formula “from rules to systems” summarizes the vision
of urban mobility proposed in the new General Plan of Urban Traffic. The old Plan, in fact, has
brought a series of important benefits and changes, such as the increase in the supply of pub-
lic transport, the regulation of parking, the Limited Traffic Zones in Figure 5, the pedestrian ar-
eas: news for a city that (in the end of the 90s) had to adapt to the needs of the time, among
which stood out the fight against air pollution. But, in addition to the fact that in the meantime
Rome has changed further by losing part of the effectiveness of those interventions (just think
of the public transport network), the idea of a city in motion was declined through the affirma-
tion of efficient and effective rules.
The new PGTU moves the bar higher, inserting these rules into a general framework
of interventions that must make the system. All with a gradual transition from a logic of mere
control and repression to one that rewards and encourages virtuous behaviors that look to the
community. So, let's go to car and bike sharing, mobility management, public transport, tariff
stop, environmental islands, open data and technology to help citizens make choices.
The goal is to present, in 2020, a city with efficient and more competitive public
transport than cars, where it is easy and convenient to travel on foot or by bicycle, walking on
streets and neighborhoods is safe, first for children and the elderly; a multimodal and low-
impact mobility, inclusive and open to technological innovation.

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2.2.1.Public transport planning
Roma Mobility Services develops projects to modify the surface public transport net-
work based on requests - made through the Mobility Department - of the central and peripheral
administration. In the last two years the main plans drawn up refer to the territorial areas con-
nected to the deposits / remittances to which they belong. In 2015, projects were prepared for
the review of over 142 lines, of which 112 were activated. Also, in 2015, interventions were
planned for over 250 public transport stops, of which around 150 were activated.
With the same number of routes, the line frequencies are constantly reviewed both in
relation to the demand for mobility detected (on-board attendance) and to update travel
times. In the summer months the scheduling of all the school lines of the TPL network is up-
dated due to the origin of the students and the start time of the lessons (middle and high
schools). The programming activity also concerns the metro lines and the tram network.
Public transport operators
The Rome public transport network is entrusted to two operators: Atac and Roma
Tpl. Atac is the public manager, owned by the Municipality, while Rome Tpl Scarl represents a
consortium of private companies.
2.2.2.ATAC SPA
With over 11,000 employees, it is one of the largest local public transport companies
currently operating in Europe - the first in Italy
The company carries out its transport services with almost 2,300 surface vehicles (over
2,000 buses, 165 trams, 30 trolley buses and 63 electric minibuses), 82 metropolitan trains
and 55 trains for railway services managed on behalf of the Region, serving a dock of over 3
million residents in the territory of Roma Capitale alone.
In addition to the public surface and rail transport service - and the activities to support
mobility, such as the management of parking facilities on the road and in the structure - Atac
carries out additional services including tourist and school transport.
In detail, the services provided by Atac are:
• urban surface transport line
• urban subway line transportation
• urban and extra-urban transport on regional railways
• sales network of travel and parking tickets
• on-street paid paking
• interchange stops
• dedicated services (school service and BusAbile)
• historic tram rental service
Atac manages over 300 surface lines, including urban, express, festive, night, tram and
trolleybus, for a total of about 3,500 km of routes. The stops distributed on the territory are
8,305, at least 294 are equipped with electronic poles and 912 shelters.
In the metroferroviario, Atac manages the underground lines A, B and B1, C and three

18
regional railway lines (Rome-Lido, Termini-Centocelle and Rome-Civitacastellana-Viterbo) with
72 stops / stations, of which 25 on the extra-urban section.
Overall, Atac guarantees over 1 billion journeys every year with its own surface vehi-
cles and over 380 million with metroferrovia lines.
The sales and parking ticket sales network counts at least 10 Atac ticket offices on the
A and B lines of the metro and 17 on the railways, over 2,300 points of sale (newsagents, to-
bacconists, etc.), 850 Meb (ticketing machines - 150 in metro , 50 near the main terminus and
about 650 on board means) and about 2,670 parking meters for the blue lines.
The exchange car parks managed by Atac are 26 (12,294 available parking spaces), as
well as 3 unrestricted parking rates (Auditorium, Trastevere and Fiera di Roma) and 2 parking
lots assigned to third parties (Partisans and American Express).
Atac, on behalf of Roma Capitale, provides the reserved school transport service for
nursery and compulsory school students, including those belonging to nomadic communities,
as well as for children with special needs in nursery, compulsory education and grade II sec-
ondary school. School transport activities are carried out by carriers identified following a Eu-
ropean public tender, announced by Atac as a contracting station. The lines dedicated to the
able-bodied students are 267 (of which 32 belong to nomad communities); there are 189 lines
dedicated to disabled students (10 of which carried out with electric cars).
The BusAbile service carried out by Atac, through the dedicated dedicated Operations
Center, on behalf of Roma Capitale - Department of Social Policies - Department V (Promotion
of Social Services and Health), is aimed at people with motor and blind difficulties who cannot
use the normal means of transport and that need to move within the territory of Roma Capitale
for work, study or rehabilitation therapies and, with limitations, for social activities carried out at
institutions. Altogether, Atac provides 110 disabled M1, disabled and wheelchair users for
wheelchair users, all equipped with a lifting platform and wheelchair safety devices.
Atac has restored some vintage trams, turning them into locations for organizing meet-
ings, ceremonial buffets, lunches and dinners, company meetings, brunches and happy hours
around the city. Interested people can choose and rent, on any day of the week, three different
types of trams, each with particular services offered: TramStorico, TramMeeting,
TramRistorante.
2.2.3.ROMA TPL SCARL
Second local public transport manager was founded in June 2011 and operates under
a service contract with Roma Capitale which delimits the procedures. It is a limited liability
consortium company with a share capital, composed of 33% by APM (Perugian Mobility Com-
pany); 33% by COTRI (a group of some of the most important private companies, historically
consolidated in the Rome and Lazio area in the transport of passengers) and, finally, 33% by
VTM MAROZZI (Vinella Group).
Rome Tpl Scarl is today the result of successive transformations of various ATIs (tem-
porary associations of companies) that have begun to operate in the Roman tpl since the year
2000 with the project of the J lines (activated on the occasion of the Jubilee), an activity that
has consolidated over time managing part of the urban Roman peripheral tpl for a distance of
about 28 million km/year.
The Company has 5 deposits in the city and is positioned, by size, above the average

19
of Italian urban public transport companies. The Company is ISO 9001/2000 Quality Certified
and is committed to providing a professional service to users in a framework of continuous im-
provement.
An improvement imposed also by the public tender with which, in 2010, Roma Capitale
awarded Roma Tpl the new service contract for the Peripheral Network for a period of 8
years. A tender, fruit of the work prepared by the Mobility Agency which bound the service
manager to innovative performance standards for the safety of users, workers and to guaran-
tee a low environmental impact. The renewal of the Rome Tpl fleet takes place at no cost to
the Capitoline Administration because at the time of the tender it was established that the in-
vestment was to be paid by the contractor, then Rome Tpl. In 2013, the entire Rome Tpl fleet
was replaced with the latest generation bus with Thetis technology on board.
Among the technological innovations introduced are:
• on-board computer
• 4 video surveillance cameras (one of which is located on the front windshield that
frames the road conditions)
• customer counting photocells at the doors
• a vehicle control system
• speakers for internal audio announcement, positioned in the front and rear of the vehi-
cle
• external speaker on the front door
• external electronic signs front, side and rear
• internal electronic sign for visual announcement of "next stop" and route indicators
• external signposts and internal sign next stop.
2.2.4.Moving in Rome with local public transport
The map on the left represents the number of stops ("stops") made every minute by
bus and tram in each urban zone in Figure 6. The indicator is calculated based on the ex-
pected frequency for each journey of the Rome surface network lines. The higher the value of
the index, the better is the allocation of the districts in terms of both the overall length of the
routes of surface public transport, and the frequency of passage on these routes. The districts
most served by the bus and tram network are Centro Storico and Eur, but high levels of ac-
cessibility are found also in the northeast, in the historical periphery along the Nomentana, as
well as in most of the districts within the GRA in the West quadrant. Note also the good per-
formance of some districts in the Eastern quadrant outside the GRA, crossed by consular
roads well served by public transit.

20
Figure 6: (left) Number of stops/minute by bus and tram in each urban zone /(right)
share of the population served by at least one railway station (Source: ATAC S.p.A. Azienda
per la mobilità)
The map on the right represents the share of the population served by at least one sta-
tion on the rail network, inhabitant at a walkable distance in less than ten minutes. The stations
considered are those of the three underground lines, of the three formerly granted railways
(Rome-Lido , North Rome and Termini Laziali-Centocelle ) and of the eight regional railways of
Lazio. The indicator is calculated according to the distance of the centroids of the census sec-
tions from the stations. The map shows that a large part of the historic suburbs is well served
by fast rail transport but, the level of accessibility decreases considerably as the distance from
the center increases. Most of the population living in the outlying districts, inside and outside
the GRA, do not have direct access to public transport on rail, except to the East along the
Casilina (thanks to the metro C) and to the Litorale (for the Rome-Lido).
2.2.5.Territorial distribution of the various social components
Going into the details of the neighborhoods, for the complex of non-labor forces (top left
map), the largest values are 55% of the Historic Center, which as we know is peculiar in terms
of socio-economic composition, and then 51- 53% of the historical periphery to the North
( Tufello, Val Melaina), East (Casilino, Gordiani, Pietralata ), South ( Don Bosco, Valco San
Paolo ) and West (Pineto, Aurelio Nord). They are high values, which corresponds more than
one inhabitant out of two who does not work or look for work, and who depend largely on the
large number of pensioners. The lowest data are instead recorded in some peripheral areas
straddling the GRA both in the south-west and in the east , partly made up of new settlements
with young families, where both members of the couple often work or seek work: Omo and
Magliana 27%, Acqua Vergine (which includes Ponte di Nona) 30%, Malafede 31%,
Sant'Alessandro (with Casal Monastero) 32%, Barcaccia and Lucrezia Romana 33.5%.

21
Figure 7: the complex of non-labor forces (top left map) / For pensioners (top right map) /
Housewives / students (Source: ATAC S.p.A. Azienda per la mobilità)
For pensioners in Figure 7 (top right map) the maximum is reached in some areas of
the historical suburbs already mentioned (Pineto and Aurelio Nord 30%; Val Melaina, Conca
d'Oro and Navigatori 29%; Casilino and Portuense 28.5% ), while the minimum in areas of
new settlement around the GRA (Omo 8%; Magliana, Acqua Vergine and Sant'Alessandro
10%; Barcaccia 12%; Malafede and San Vittorino 13%).
Housewives have the highest incidence with 14-16% in various peripheral areas, most-
ly outside the GRA and characterized by high unemployment and low socio-economic level, to
the north (Santa Maria di Galeria and Cesano ), east ( Tor Cervara , Borghesiana, Angela
Tower, Maura Tower, Giardinetti-Tor Vergata, San Vittorino), south ( Santa Palomba and Porta
Medaglia) and shoreline ( Ostia Nord), in addition to Appia Antica Sud. We see the lowest in-
cidence at around 6-8% both in the central areas (Trastevere, Centro Storico, Celio and XX
Settembre) and in those of the historical periphery (Grottaperfetta, Appio, Monte Sacro, No-
mentano, Tre Fountains) and in the more peripheral ones of the new settlement (Omo, Magli-
ana, Pisana).
Finally, students are more concentrated with 10-12% in some areas with a medium-
high socio-economic level in the North (West Red Cave, Acquatraversa, Parioli, Salario, No-
mentano, Farnesina) and South (Eur, Cecchignola, Tre Fontane), as well as the Aventine in
the center and the Pisana in the Western suburbs The lower percentage is registered with 5-
6% in various peripheral districts to the North (Tufello), East (Acqua Vergine, Torrespaccata,
Tor Cervara, Omo), South and coast (Malafede, Santa Palomba, Ostia Nord) and South-West
(Magliana), but also in the most central areas of Ostiense and Trastevere.

22
2.3. Analysis of the current situation: the Transportation overview
Jonio is the terminus of Line B1 of the Rome metro. It is located in the Monte
Sacro district, at the intersection of Viale Jonio and Via Scarpanto (from which it is possible to
access), in the immediate vicinity of Piazzale Jonio.
The station is entirely underground, and the docks are located about 28 meters deep
compared to the road level. Above it there is a large semi-circular building hosting a multi-
storey parking lot with a capacity of 252 parking spaces (6 of which for the disabled ) and
57 motorcycle parking spaces and a large panoramic roof garden.
Figure 8: Large semi-circular building hosting a multi-storey parking (Source: Wikipedia)
Figure 9: Enter to the metro station (Source: ATAC S.p.A. Azienda per la mobilità)
The structure was built by arranging it for future interchange with the D line, a project
which - however - was suspended in 2012.

23
Figure 10: Unrealized project line D (Source: ATAC S.p.A. Azienda per la mobilità)
This station has connection to public transport:
- Bus (63, 69, 338, 351, 435, C5, nMB1)
Figure 11: Bus stops and routes on Jonio (Source: ATAC S.p.A. Azienda per la mobilità)
Also, at 2.2 km from station Jonio there is a railway station Nuovo Salario within 28
minutes walking distance
The Nuovo Salario station is a Rome train stop located on the line to Florence. It is
served by the trains of the regional suburban service FL1.

24
Figure 12: The Nuovo Salario station (Source: Photo)
2.3.1.Main problems affecting the Jonio station
The metro station is the terminal entailing a transfer to public transport, thereby the
need to wait for the desired route, on this site, implies a no comfortable transition from the
metro station to bus stops, as well as to the waiting points Figure 13.
Figure 13: Bus stop nearby to metro station Jonio (Source: Google map)

25
Also, at this station there is a multi-level parking, which does not allow to accommodate
the existing traffic load, which entails chaotic parking of cars in the nearby area as it shown on
the picture 14, thus overloading the road network.
Figure 14: Chaotic parking (Source: Google map)
Moreover, at this station there is a multi-level parking, which does not allow to accom-
modate the existing load, which entails a chaotic parking of cars in the nearby territory and this
overloads the road network.
Based on the data obtained from the maps in Figure 3, there are more unemployed,
students, and housewives in nearby areas living in this area.
2.3.2.Possible solutions to transport issues
Reorganization of this section under the Transport Hubentails changes such as:
• Redistribution of public transport routes
• Changing the pedestrian walk to public transport
• Improving the comfort of walking to public transport and directly at stops
• Replacement of parking spaces in this territory
• Increasing social needs through the construction of new facilities (restaurants, shops, offices,
etc.) necessary for this territory.
2.4. Transport plan of the current scenario
In order to describe the existing situation, all directions of traffic were identified in Figure 15
along with the load of the street road network within the design boundaries, the number of
parking spaces, basic walking paths, and nearby public transport (PT) points. The above tak-
ing into accont the bus stops (for groundtransportation) along with metro and railway stations
(outside road network dedicated to PT).

26
Figure 15: The scheme of transport and pedestrian traffic (own’s elaboration)
Сross-section-roads Figure 16 clearly show the structure of major roads such as: Via
Scarpanto (A-A), Via Giovanni Conti (B-B), Via delle Isole Curzolane (C-C)

27
Figure 16: Cross-section-roads (own’s elaboration)

28
2.5. Transport modeling of existing situation
The simulation method of modeling is used in modeling various transport hubs, railway
stations, metro pavilions and other objects of modern transport infrastructure. Simulation mi-
cromodeling allows you to create a situation as close to real conditions as possible, take into
account any peculiarities of the system and minimize financial and production risks.
Simulation models allow you to test an object that has not yet been built, simulate vari-
ous possible scenarios for its operation, conduct a number of experiments related to various
emergency situations, while checking the stability of this object in such situations. Using simu-
lation modeling of traffic flows, it is necessary to take into account the design load on individual
elements of the passenger infrastructure, taking into account the unevenness of the passenger
traffic.
2.5.1.Traffic surveys
The peak hour was identified as the period when the flows accessing the area reach
their maximum.
It is worth underlining that this study was completed during a very particular time: due
to the COVID-19 pandemic diffusion, was not possible to carry on a site visit. Also some spe-
cific surveys useful to collect some traffic parameters were not possible, due to the lockdown
(as consequence of the pandemic).
In order to have a better understanding of the traffic conditions, the data was provided
with a set of traffic survey videos showing the traffic conditions at multiple locations within the
study area.
Traffic videos where also compared with the on-line google traffic data, which provide a
representation of the typical traffic conditions every weekday.
The roads considered as access points to the study area are highlighted in Figure 17.

29
Figure 17 - on-line google traffic data of the typical traffic (Source Google map)
The microsimulation of the current state was performed coding in the model the current
road design of the intersection and loading the current peak of demand.
The traffic surveys were produced with the aim of ensuring the full understanding of the
traffic flows involved in the study area.
The methodology followed allowed to identify and calculate every maneuver in the net-
work and the variability of the flows both in terms of time and vehicle composition.
The resulting traffic data was analyzed and modified in Excel in the form of a stick dia-
gram below (Figure 18). This, allows to check all the numerical values of traffic flows outgoing
from O to D with checks at each intersections. Thus, it is possible to make an analysis, check
all the received and initial data.

30
Via Camillo Iacobini Via Giovanni Conti
Via Brandolino Brandolini
Via Antonio de Curtis
Via Cesare Fani
Via Monte Cervialto
Via Monte Cervialto
P
P
M
Via dei Prati Fiscali Viale Jonio
Viale Tirreno
15
130
3
101
0 0
1875 1615
1875 1615
0 0
1835 1590
1835 1590
1205
435
480
10 435
40
50
280
1
2
105
102
103 107
890
20 100
25
1915
1915
0
104
1500 250
800 300
0 0
1990
118
0
9
8
14
11
13
108
110 111
112 114
121
120
113
0
2240
2343
2343
0
1980
1740
2240
525 800 290
295
2323
1990
5
6
10 40
97 18
20
80
2323
0 0
1900 2390
1900 2390
2200
1800 100
107
100
175
1835
0
10
0
120 115
120 115
109
155 90
0
12
30
50 130
195
0
125
125
60 1700
0
295
175
1123
270
950
400
500
125
175 75
177 118
245
1670
2150
2022
2150
150
520 130
225
80
55
0
195
10
85
80
10 450
65
270
1035
5
100
1550
830
0
1370
1370
2060
1835
10
185
100 125
195
70
1750 2430
50 38
45 390 55 5
115
550
360
0 0
250 245
250 245
4
690 575 500 70
30 170
20
600
600
1100
500
40
150
7
106
150 100 100
16
5
15
15
5
0
20
20
117
116
0
15
320
10
20
20
10
5
500
263
730
830
0 0
530
200
80
600
25
50
138
35
0
230
230
485
485
480
20
375 30 5
10
0
0 0
410 370
410 370
5
119
350 50
0 0
435 550
435 550
0
10
10
450 480
450 480
0 0
5
1600
1600
0
1620
0
460 480
460 480
130
350 175
80
200 50 55
100
495 305
495 305
100
50
350
0 0
1835 1600
180 25
860 180
20 220
123
1420
0
1025
1025
0
860
295 115 75
0
1590
400
1835 1600
190
190
0
380
380
0
223
223
1835 1600
1835 1600
0
1835
1835
2280 110
1620
115
1835
Figure 18: Stick diagram (own’s elaboration)
Then they were displayed in the Matrix with OD, calibrated to the Matrix with 0 values,
and after that it was calibrated in the same way with FitnessFix's approach.

31
1 persorso "possibile"
2 percorsi possibili
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 MATRICE RILEVATI DIFFERENZA distanza GEH
1 20.0 8.7 0.4 13.3 46.7 0.1 0.3 1.6 0.1 0.0 0.0 2.8 100.0 15.0 209.0 107.0 102.0 95% 8.1
2 10.0 8.7 0.2 6.7 23.3 0.1 0.2 0.8 0.0 0.0 0.0 1.4 100.0 15.0 166.3 38.0 128.3 338% 12.7
3 25.2 4.7 250.0 51.4 554.2 17.7 48.9 1.9 0.3 0.2 0.0 594.8 106.6 162.3 1818.2 2430.0 -611.8 -25% 13.3
4 6.7 1.2 150.0 13.7 147.8 4.7 13.0 0.5 0.1 0.0 0.0 51.9 28.4 43.3 461.5 360.0 101.5 28% 5.0
5 21.1 3.9 19.5 0.9 105.0 0.3 0.8 3.6 0.1 0.1 0.0 6.2 100.0 15.0 276.5 175.0 101.5 58% 6.8
6 0.3 0.0 931.0 44.9 0.5 5.7 14.7 36.3 172.9 5.8 3.0 0.1 250.0 124.0 15.0 1604.2 2022.0 -417.8 -21% 9.8
7 2.5 0.5 71.5 3.5 6.7 55.1 100.0 15.5 2.6 1.4 0.0 12.8 30.0 284.0 586.1 175.0 411.1 235% 21.1
8 4.6 0.8 23.8 1.2 9.8 100.3 100.0 54.1 9.2 4.8 0.0 12.3 34.0 99.0 454.0 500.0 -46.0 -9% 2.1
9 10.2 1.9 224.2 10.8 20.9 225.5 10.9 10.9 118.0 18.6 0.0 89.0 13.9 48.8 803.5 830.0 -26.5 -3% 0.9
10 1.0 0.2 23.4 1.1 2.1 22.3 1.4 1.4 14.4 2.2 1.8 1.2 72.6 80.0 -7.4 -9% 0.8
11 0.1 0.0 1.7 0.1 0.2 1.7 0.1 0.1 1.1 3.5 0.0 0.2 0.1 0.0 8.9 10.0 -1.1 -11% 0.4
12 0.9 0.2 48.6 2.3 1.8 60.0 2.6 3.8 12.0 0.4 0.2 0.0 20.7 11.3 17.2 182.1 225.0 -42.9 -19% 3.0
13 0.1 0.0 3.9 0.2 0.2 2.5 0.1 0.2 1.1 0.1 0.0 0.0 0.0 0.0 8.4 5.0 3.4 68% 1.3
14 6.8 1.3 235.4 11.4 13.8 149.1 4.1 9.5 66.2 37.4 17.3 2.5 20.0 627.0 100.0 1301.7 1550.0 -248.3 -16% 6.6
15 7.0 15.0 6.0 27.0 26.0 571.0 192.0 33.0 54.0 6.0 38.0 1.0 115.0 325.0 1416.0 1205.0 211.0 18% 5.8
16 3.6 0.7 125.5 6.1 7.4 79.5 1.7 4.6 29.6 0.5 1.3 1.3 170.0 130.0 30.0 591.7 130.0 461.7 355% 24.3
MATRICE 100.1 50.4 1882.0 360.1 174.7 2149.7 350.5 262.8 429.3 184.1 84.9 0.0 4.9 1349.2 1407.2 1170.8
RILEVATI 100.0 50.0 1750.0 360.0 175.0 2150.0 350.0 263.0 730.0 185.0 85.0 0.0 5.0 1550.0 1205.0 520.0
DIFFERENZA 0 0 132.01 0 0 0 1 0 -300.74 -1 0 0.00 0 -200.77 202.25 650.81
distanza 0% 1% 8% 0% 0% 0% 0% 0% -41% 0% 0% #DIV/0! -2% -13% 17% 125%
GEH 0.0 0.1 3.1 0.0 0.0 0.0 0.0 0.0 12.5 0.1 0.0 #DIV/0! 0.1 5.3 5.6 22.4
TOTALE GENERATI
Table 1: Original OD Matrix
PRIOR 0-CORRECTION
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 MATRICE RILEVATI DIFFERENZA
1 0.0 20.0 8.7 0.4 13.3 46.7 0.1 0.3 1.6 0.1 0.0 0.0 0.0 2.8 100.0 15.0 209.0076866 107 102.0076866
2 10.0 0.0 8.7 0.2 6.7 23.3 0.1 0.2 0.8 0.0 0.0 0.0 0.0 1.4 100.0 15.0 166.3341423 38 128.3341423
3 25.2 4.7 0.0 250.0 51.4 554.2 17.7 48.9 1.9 0.3 0.2 0.0 0.0 594.8 106.6 162.3 1818.203759 2430 -611.7962409
4 6.7 1.2 150.0 0.0 13.7 147.8 4.7 13.0 0.5 0.1 0.0 0.0 0.0 51.9 28.4 43.3 461.5210024 360 101.5210024
5 21.1 3.9 19.5 0.9 0.0 105.0 0.3 0.8 3.6 0.1 0.1 0.0 0.0 6.2 100.0 15.0 276.5172948 175 101.5172948
6 0.3 0.0 931.0 44.9 0.5 5.7 14.7 36.3 172.9 5.8 3.0 0.0 0.1 250.0 124.0 15.0 1604.199523 2022 -417.8004768
7 2.5 0.5 71.5 3.5 6.7 55.1 0.0 100.0 15.5 2.6 1.4 0.0 0.0 12.8 30.0 284.0 586.0647922 175 411.0647922
8 4.6 0.8 23.8 1.2 9.8 100.3 100.0 0.0 54.1 9.2 4.8 0.0 0.0 12.3 34.0 99.0 453.9654185 500 -46.03458154
9 10.2 1.9 224.2 10.8 20.9 225.5 10.9 10.9 0.0 118.0 18.6 0.0 0.0 89.0 13.9 48.8 803.5222914 830 -26.47770855
10 1.0 0.2 23.4 1.1 2.1 22.3 1.4 1.4 14.4 0.0 0.0 0.0 0.0 2.2 1.8 1.2 72.57935456 80 -7.420645444
11 0.1 0.0 1.7 0.1 0.2 1.7 0.1 0.1 1.1 3.5 0.0 0.0 0.0 0.2 0.1 0.0 8.862287171 10 -1.137712829
12 0.9 0.2 48.6 2.3 1.8 60.0 2.6 3.8 12.0 0.4 0.2 0.0 0.0 20.7 11.3 17.2 182.1387762 225 -42.86122377
13 0.1 0.0 3.9 0.2 0.2 2.5 0.1 0.2 1.1 0.1 0.0 0.0 0.0 0.0 0.0 0.0 8.414599734 5 3.414599734
14 6.8 1.3 235.4 11.4 13.8 149.1 4.1 9.5 66.2 37.4 17.3 0.0 2.5 20.0 627.0 100.0 1301.730373 1550 -248.2696271
15 7.0 15.0 6.0 27.0 26.0 571.0 192.0 33.0 54.0 6.0 38.0 0.0 1.0 115.0 0.0 325.0 1416 1205 211
16 3.6 0.7 125.5 6.1 7.4 79.5 1.7 4.6 29.6 0.5 1.3 0.0 1.3 170.0 130.0 30.0 591.7206764 130 461.7206764
MATRICE 100.1 50.4 1882.0 360.1 174.7 2149.7 350.5 262.8 429.3 184.1 84.9 0.0 4.9 1349.2 1407.2 1170.8
RILEVATI 100.0 50.0 1750.0 360.0 175.0 2150.0 350.0 263.0 730.0 185.0 85.0 5.0 #REF! 1550.0 1205.0 520.0 9960.78198 9842
DIFFERENZA 0 0 132.01 0 0 0 1 0 -300.74 -1 0 -5.00 #REF! -200.77 202.25 650.81 #REF!
distanza 0% 1% 8% 0% 0% 0% 0% 0% -41% 0% 0% -100% #REF! -13% 17% 125%
GEH 0.0 0.1 3.1 0.0 0.0 0.0 0.0 0.0 12.5 0.1 0.0 3.2 #REF! 5.3 5.6 22.4
Table 2: OD – 0-Correction Matrix
FURNESS FIX
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 MATRICE RILEVATI DIFFERENZA
1 47.0 113.0 1064.0 13.0 460.0 188.0 156.0 9.0 51.0 0.0 140.0 75.0 52.0 13.0 31.0 0.0 2412 107 2305
2 339.0 0.0 181.0 2.0 68.0 29.0 22.0 1.0 0.0 0.0 0.0 52.0 15.0 2.0 8.0 0.0 719 38 681
3 805.0 127.0 0.0 3.0 112.0 47.0 44.0 3.0 20.0 0.0 0.0 10.0 32.0 1.0 16.0 0.0 1220 2430 -1210
4 103.0 16.0 52.0 0.0 0.0 0.0 2.0 0.0 0.0 0.0 0.0 1.0 4.0 0.0 2.0 0.0 180 360 -180
5 413.0 13.0 110.0 0.0 0.0 12.0 8.0 38.0 0.0 0.0 10.0 10.0 9.0 2.0 11.0 0.0 636 175 461
6 70.0 2.0 18.0 0.0 22.0 0.0 1.0 6.0 0.0 0.0 1.0 2.0 2.0 0.0 2.0 0.0 126 2022 -1896
7 192.0 6.0 47.0 0.0 11.0 3.0 0.0 16.0 0.0 0.0 7.0 5.0 4.0 1.0 6.0 0.0 298 175 123
8 10.0 0.0 4.0 0.0 76.0 21.0 77.0 0.0 0.0 0.0 0.0 1.0 0.0 0.0 0.0 0.0 189 500 -311
9 0.0 21.0 20.0 0.0 39.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 80 830 -750
10 180.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 180 80 100
11 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0 10 -10
12 118.0 38.0 3.0 0.0 1.0 0.0 0.0 0.0 0.0 0.0 1.0 0.0 0.0 0.0 0.0 0.0 161 225 -64
13 69.0 20.0 4.0 0.0 7.0 1.0 4.0 0.0 0.0 0.0 1.0 5.0 0.0 0.0 1.0 0.0 112 5 107
14 15.0 3.0 3.0 0.0 2.0 0.0 1.0 0.0 0.0 0.0 0.0 1.0 0.0 0.0 1.0 0.0 26 1550 -1524
15 30.0 8.0 3.0 0.0 2.0 7.0 2.0 1.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 53 1205 -1152
16 23.0 12.0 24.0 0.0 36.0 10.0 19.0 8.0 0.0 0.0 0.0 1.0 0.0 0.0 0.0 0.0 133 130 3
MATRICE 2414.0 379.0 1533.0 18.0 836.0 318.0 336.0 82.0 71.0 0.0 160.0 163.0 118.0 19.0 78.0 0.0
RILEVATI 100.0 50.0 1750.0 360.0 175.0 2150.0 350.0 263.0 730.0 185.0 85.0 5.0 #REF! 1550.0 1205.0 520.0 6525 9842
DIFFERENZA 2314.00 329.00 -217.00 -342.00 661.00 -1832.00 -14.00 -181.00 -659.00 -185.00 75.00 158.00 #REF! -1531.00 -1127.00 -520.00 #REF!
distanza 2314% 658% -12% -95% 378% -85% -4% -69% -90% -100% 88% 3160% #REF! -99% -94% -100%
GEH 65.3 22.5 5.4 24.9 29.4 52.2 0.8 13.8 32.9 19.2 6.8 17.2 #REF! 54.7 44.5 32.2
Table 3: OD – FurnessFix Matrix
2.5.2.Traffic flows validation
The so-called “Statistic indicator Geoffrey E. Havers – GEH” is a parameters which is
internationally recommended (v. Design Manual for Roads and Bridge – DMRB) for the com-
parison between the traffic flows detected and the ones produced by the simulations.
That parameter is defined as:
Where:
• M is the flow simulated by the model
• C is the flow detected with the survey
GEH is adopted in order to avoid imbalances in comparing flows of different relevance which
would not be taken in the due account using the stardard percentages.

32
For example a 20 vehicles of discrepancy, between detected and simulated flows, on a flow of
100 vehicles is less significant (GEH=2,1) than a discrepancy of 200 vehicles on a flow of
1000 (GEH=6,7). Clearly an unbalanced discrepancy calculated with the standard percentage
would be 20% in both case.
Usually the discrepancy between detected and simulated flows is accepted when the
0<GEH<5 for at least the 85% of the flows while in any case the GEH must not reach 10 for
any flow.
In the following tables are described the GEH values obtained for the flows.
Nodo Direzione
Volume
% Diff* GEH Accettato
Simulato Rilevato Sim-Ril
103 - Via delle Isole Curzolane - Via
Ivanoe Bonomi
103-SBL N-W 1597 1619 -22 -1,4% 0,5
103-SBR N-E 0 0 0 0,0% 0,0
103-WBR N-E 687 696 -9 -1,3% 0,3
103-WBT N-N 1 1 0 0,0% 0,0
103-NBR W-E 0 0 0 0,0% 0,0
103-NBL W-E 1656 1686 -30 -1,8% 0,7
103-EBT W-N 1267 1276 -9 -0,7% 0,3
ALL 6664 6911 -247 -3,6% 0,0 -
104 - Via Giovanni Conti - Via Antonio de
Curtis
104-SBL S-E 28 27 1 3,7% 0,2
104-SBT S-W 31 33 -2 -6,1% 0,4
104-WBR E-W 1176 1323 -147 -11,1% 4,2
104-WBL N-W 153 161 -8 -5,0% 0,6
104-NBT N-S 1 1 0 0,0% 0,0
104-NBR N-E 84 88 -4 -4,5% 0,4
ALL 3830 4027 -197 -4,9% 0,0 -
106 - Via Monte Massico - Via Monte
Resegone
106-EBR E-N 220 237 -17 -7,2% 1,1
106-EBT E-W 1208 1323 -115 -8,7% 3,2
106-WBT W-E 2429 2470 -41 -1,7% 0,8
ALL 3857 4030 -173 -4,3% 0,0 -
107 - Via delle Isole Curzolane - Via di
Valle Melaina
107-WBT W-E 1726 1747 -21 -1,2% 0,5
107-WBL W-N 646 668 -22 -3,3% 0,9
107-WBT W-W 55 55 0 0,0% 0,0
107-EBT E-W 1151 1253 -102 -8,1% 2,9
107-EBR E-N 99 102 -3 -2,9% 0,3
107-EBL N-W 243 252 -9 -3,6% 0,6
ALL 3920 4077 -157 -3,9% 0,0 -
108 - Via delle Isole Curzolane - Via
Scarpanto
108-WBT W-E 1704 1724 -20 -1,2% 0,5
108-WBR W-S 21 23 -2 -8,7% 0,4
108-SBL SE-W 1056 1087 -31 -2,9% 0,9
108-SBR SE-N 166 169 -3 -1,8% 0,2
108-NBL N-W 186 247 -61 -24,7% 4,1
108-NBT N-S 14 18 -4 -22,2% 1,0

33
108-NBR N-E 270 283 -13 -4,6% 0,8
ALL 3417 3551 -134 -3,8% 0,0 -
110 – Via di Valle Melaina - Via del Gran
Paradiso
110-WBL NW-SE 1995 2033 -38 -1,9% 0,8
110-SBL SE-NW 1011 1018 -7 -0,7% 0,2
110-SBT SE-NW 223 238 -15 -6,3% 1,0
ALL 3229 3289 -60 -1,8% 0,0 -
111 – Via Scarpanto - Via Monte Ruggero
111-NBT
N-S 2284 2316 -32 -1,4% 0,7
111-NBR N-W 106 106 0 0,0% 0,0
111-SBT
S-N 1556 1585 -29 -1,8% 0,7
ALL 3946 4007 -61 -1,5% 0,0 -
119
- Via Scarpanto - Via Ventotene
119-SBT S-N 802 821 -19 -2,3% 0,7
119-SBR S-E 64 65 -1 -1,5% 0,1
119-NBT N-S 248 252 -4 -1,6% 0,3
119-NBL N-E 109 109 0 0,0% 0,0
119-NBU N-N 38 41 -3 -7,3% 0,5
ALL 1261 1288 -27 -2,1% 0,0 -
120 - Viale Jonio - Via di Valle Melaina
120-SBT SE-NW 92 88 4 4,5% 0,4
120-SBR SE-SE 16 18 -2 -11,1% 0,5
120-NBT NW-SE 529 526 3 0,6% 0,1
ALL 637 632 5 0,8% 0,0 -
121 - Viale Jonio - Via Scarpanto
120-WBT
W-E 2496 2534 -38 -1,5% 0,8
120-EBT E-W 2755 2932 -177 -6,0% 3,3
120-WBT W-E 545 544 1 0,2% 0,0
ALL 5796 6010 -214 -3,6% 0,0 -
TOT.
RETE 9557 9822 -265 -3,3% 0,0 100,0%
Table 4: Calculation of the GEH for main maneuver
Analyzing the results of the simulation, is possible to assess (the result of the model is
presented in the video attachment):
• In the model of the current situation, there is a large flow of cars Da Via di Valle
Melaina a Via delle Isole Curzolane and a congestion of cars in front of a crossroads at a traf-
fic light, which sees an increase in the delay of cars at a traffic light. Consequently, on Via
Giovanni Conti, there are conflicting areas which leads to the congestion directly at the inter-
section.
• There is also a queue from the side of the Viale Jonio a Via dei Prati Fiscali WB-
EB, which also leads to an increase in time at the intersection.
• Analysis result of the study the initial data, the survey of the road traffic situation
and the simulation results at the local level, allows us to conclude that at present the road net-
work in the intersection Via di Valle Melaina, Via delle Isole Curzolane and Via Giovanni Conti
during peak periods has a high level of traffic.

34
Figure 19: Simulation of traffic in PTV Vissim near the metro statiom Jonio (own’s elaboration)
Traffic volume nearby metro station Jonio (on streets such as Viale Jonio, Via di Valle Melaina,
Via delle Isole Curzolane, Via Giovanni Conti, Via Scarpanto, Viale Tirreno, Via del Gran
Paradiso.)

35
The simulation of the current state produces the following KPIs Table 5
Output SdF
Global for Model
Total demand loaded 9420
Total Travel Time 153.92
Total Distance 10603.7
Avg. Speed 33.622
Intersection (Node in the Model)
All approaches
Level of Servis (LOS) E
Total delay 57.17
Total n stops 40.35
Avg Queue 318.58
Table 5: KPIs - Current state SdF
In the following picture there is a representation of the average speed on the links of the road
network.
Figure 20: Simulation Model - Current state SdF (Speed)

36
With analyzing the existing model, the results were derived, respectively for Vehicle, Travel
Time, Node Results and Data Collection Results.
N TIMEINT
VEHICLE TRAVEL TIME
MEASUREMENT
VEHS
(ALL)
TRAVTM
(ALL)
DISTTRAV
(ALL)
1
7:30-9:00
SB to NB 1417 40.66 107
2 NB to SB 813 46.15 154.78
3 WB to EB 123 76.88 214.7
4 NB to 2_EB 46 81.45 220
5 EB to SB 232 64.15 215.68
6 EB to WB 782 30.85 130.09
Table 6: Vehicle Travel Time - Current state SdF
N
TIMEI
NT
DATA
COLLEC-
TION
MEAS-
UREMENT
ACCEL-
ERATION
(ALL)
DIST(A
LL)
LENG
TH
(ALL)
VE
HS
(AL
L)
PER
S
(ALL
)
QUEUED
ELAY
(ALL)
SPEEDAVG
ARITH
(ALL)
SPEEDAVG
HARM
(ALL)
OCCU-
PRATE(ALL)
1
7:30
-
9:00
SB -0.02
348.4
3
4.52
26
61
216
93
82.2 32.4 25.19 39.21%
2 NB 0.43 277.8 4.55
17
69
180
5
30.85 41.77 39.93 8.23%
3 EB 1.72
470.7
5
4.57
31
4
314 92.65 32.95 32.78 4.20%
4 WB 0.37
342.4
5
4.51
10
12
104
0
43.72 49.19 48.54 9.45%
5
EB(Int.2)
0.28
302.5
8
4.44
54
9
549 42.49 50.54 50.34 4.85%
Table 7: KPIs - Data Collection Results - Current state SdF

37
3. PROJECT PLAN
3.1. The Concept
The main project proposals are improving the quality of life for people living in this terri-
tory, as well as passengers using this transport node for transit. Moreover, providing for the
design territory comfortable movement of pedestrians to the metro station and transfer to other
types of public transport.
When analyzing the current situation, the main problems were identified, which allows
us to draw conclusions on better use of the territory.
Thus, the first one, the need for improvement and reconstruction of the main communi-
cation routes for pedestrians is the main objective of the project. Moreover, in order to attract
residents to increase the use of bicycles, it is proposed to organize bike path for the safe
movement of bicycles in the area, which positively affects the environment and the health of
residents, as well as reduces the load on the road network.
Secondly, providing parking space for residents of the nearby territory to the metro and
for people parking their vehicle for the further use of the metro to move around the city, which
will be more described in the following 3.2 paragraph.
The use of technology currently helps to create new opportunities for a more conven-
ient transportation system and to solve many of the problems that passengers face every day.
Sharing the transport system is one of the most popular types of innovations that affect
the transport system and help users more easily overcome distances.
Currently, the use of a bicycle or scooter, as well as a car, is actively expand-
ing.Involving use of electric type of vehicle also positively influence to the environmental and
people health.
This project performed while pandemic period of COVID-19 and were implemented new
ideas for optimization public space with adaptation of using the technology for transport plan-
ning and modeling.
The COVID-19 crisis brought many changes to mobility. The need to guarantee social
distancing disrupted public transport, which cannot provide its peak capacity. How will people
that cannot use PT travel? PT is the most space efficient way to move in a city, 25 times more
efficient than cars and 7 time more than bikes. Any alternative either takes too much space, or
won’t take people far. A small fraction of the people stranded by PT can travel by car or it will
be gridlock.
All the world’s major cities are promoting walking and cycling and are building networks
of infrastructures. To further discourage the use of the car, London has increased its conges-
tion charge. Milan, on the contrary has suspended the “Area C” and “Area B” restrictions and
pay parking. These measures must be reinstated when traffic resumes its normal intensity or
more pollution and congestion, less parking availability, less space for people and finally, less
income for the municipality will ensue.

39
Figure 21: Social distancing disrupted public transport (Source: Mobiliy in Chain)
What are Urban Renewal challenges?
Urban renewal or urban regeneration is a broad term referring to special local devel-
opment actions and programs aimed at upgrading run-down urban areas (Figure 22). It is
about taking a place nobody wants to touch, and turning it into somewhere everyone wants to
be.
However hopeful the goals, there are a lot of challenges with urban renewal policies:
• The reduced financial capacities of public authorities for intervening in large investments, but
also for developing their social policies and interventions;
• Increased poverty and increased problems of #housing and energy accessibility;
• Growing social tensions related to immigration, generating increased responsibilities for local
governments in terms of urban renewal;
• The necessity of reorganizing the functioning and management of urban public services in
order to improve their accessibility and sustainability.
Everything is ready for the approval of the Extraordinary Plan for post lockdown mobility
in Rome : the document, of which Bikeitalia is able to provide the details, approved on 30 April
2020 in the council should arrive in the Chamber and receive the definitive green light from the
Capitoline assembly already on Saturday 2 May 2020. It is a series of interventions "to be car-
ried out only by means of horizontal and vertical signs on roadways of road infrastructures"
and the subject of the resolution bears the title: "Establishment of cycle routes to support of
sustainable mobility for the post lockdown restart phase from a national emergency for COVID
19 ”.

40
Figure 22: Urban Renewal challenges (Source: Mobility in Chain )
The following infrastructure solutions are the simplest, fastest and cheapest to imple-
ment in the short term to respond efficiently to the Covid-19 emergency.
Here are a series of examples of the most common ways in which action can be taken-
immediately in the creation of corridors for micro-mobility.
Figure 23: Cross section with reducing number of lanes (Source: Regolamento Attuativo del
C.d.S)

41
In mainly residential streets, it is possible to intervene with traffic moderation tools and
road space sharing, without resorting to the creation of reserved lanes. Artificial bottlenecks
built on the carriageway in such a way as to force the passage of traffic in alternating one-way
traffic. From a regulatory point of view, this is the institution of the "Alternating transit at sight"(
“Transito alternato a vista”) pursuant to paragraph 3, lett. a Art. 42 of the Implementing Regu-
lation of the C.d.S. (Regolamento Attuativo del C.d.S.)
Artificial interruptions of the carriageway in such a way as to prevent the cars from con-
tinuing their course, "breaking" the road and making it virtually dead-end but still passable in its
entirety by bicycles and scooters (Figure 23).
3.2. Parking Concept
After the analysis of the initial data, all possible factors for improving the existing situa-
tion were taken into account. The description in paragraph above, the chaotic parking is a big
problem for this area, and by that the parking has to be reorganized.
For the factors were studied European examples of Parking development Figure 23.
Within 525 parking spaces have been realized in a 22 meter deep parking garage.
Figure 24: Multi-level parking (Source: JHK Architecten )
Sufficient parking and good accessibility are important for a city. The new parking facilities
provide easy-to-find parking spaces in an easily accessible place, resulting in less search traf-
fic in the center. The routing is clear, the parking spaces are wide and the stairs and lifts are
easy to find. There is no intersecting traffic and one-way traffic maximizes road safety. The

42
driver drives down in a spiral and automatically comes across an empty parking space. So
there is no search traffic. A timeline on the sidewalks guides the pedestrian to the elevators
and stairwell.
Thus, this type of multi-storey parking makes it convenient and quick to use it and reduces the
number of cars in adjacent parking lots, thereby providing the necessary space to optimize the
area near the metro station Jonio.
3.2.1.Parking policy as essential part of urban development strategies
Parking policy is a very effective means of controlling the volume of traffic in a given ar-
ea. Parking policy has several advantages for cities:
• It is cost-effective: it can generate a financial profit in the case of paid parking policies, as can
parking schemes based upon permits and time regulation.
• It delivers good outcomes as the traffic volume will often be substantially reduced. It also helps
to manage scarce road space efficiently.
• It is politically effective: local governments are (in most EU countries) fully responsible and free
to act. Parking policies can be implemented on short notice and can be seen as quick win
measures.
• In the long term, approval of citizens and businesses can be high.
• With developments in ITS, parking will be increasingly user friendly.
Parking policies also have heir problems. As decisions on parking policy are taken at
the local level, there is little recognition of its significance by national or European authorities.
Cities are on their own: there is some peer learning, but often cities onlycan learn by doing.
Credit must be given to the parking industry and service providerswho bring new technologies
and new operational models to local authorities. Theycurrently can be considered as the main
driver for innovation.
Cities follow a similar pattern in parking policy development. In a first phase, cities look
at parking regulation and control, e.g. time restrictions. In a second phase, cities introduce
paid parking zones in the city centre. These zones can be extended and amended over time.
In a final phase, cities fully use parking policy to manage and boost urban development in the
territory of their competence. Parking management tools become more differentiated and can
include differentiated tariffs (according to place, time, type of user and vehicle), multiple use of
parking space (e.g. urban freight loading zones that are used part of the day for parking pur-
poses) and park and ride parking facilities.

43
Figure 25: Urban dev.,Time and Parking Policy (Source: Summary of findings of the Polis
Working Group on Social and Economic Issues on parking in cities)
Getting the institutional framework right
In the best case, the local parking plan is an integrated part of the Sustainable Urban
Transport Plan (SUTP). This approach supports integration between parking policy, freight
management, clean vehicles and access restrictions management. To discuss parking in detail
at the SUTP planning level creates synergies with spatial development and location policy.
This means that the stakeholder group involved to draft the SUTP should include essential
partners from a parking background to develop a local parking policy.

44
Figure 26: The Edinburgh zonal parking management system (Source: Summary of
findings of the Polis Working Group on Social and Economic Issues on parking in cities).
There is a wide diversity of institutional and operational structures of parking manage-
ment in cities, ranging from fully public service provision, over arms length municipal parking
companies to outsourced parking service provision in the form of service contracts. In general,
one can say that in successful cases in parking management, the city is the central coordina-
tor of parking policy, including elements as parking infrastructure provision, local regulatory
framework and price setting. In some occasions, the central city authority provides the regula-
tory framework for territorial sub-entities such as city districts or city sectors.
Inspiring example: Parking agency Brussels
The Brussels Region has established a parking agency that coordinates parking within
the Region’s 19 municipalities. The agency determines the maximum number of parking spac-
es on the regional and municipal roads of every municipality and the minimum number of re-
served parking spaces (e.g. for people with disabilities or for deliveries). The agency sets the
rates and has enforcement authority. The agency is responsible for parking infrastructure of
regional importance, such as regional park and ride infrastructure.
Better tools for parking policy planning
Cities are interested in practical tools to advise on sustainable parking to policy makers.
These tools should include an account of the criteria drivers use as a basis for their parking
strategy. The tools should help:
• to plan the necessary parking offer
• to set the right price: surprisingly, there is limited econometric scientific literature about rational
determination of parking rates

45
• to describe and evaluate parking management strategies.
Currently available software designed to model parking behaviour are felt to be too de-
tailed for policy recommendations. Even with this detail, it is difficult to include all aspects of
local transport policy (intermodality, public transport, pricing aspects etc.) in the model. The
huge data requirements and high technicality make it difficult for all cities to use these tools.
Inspiring example: SUSTAPARK
Figure 27: The SUSTAPARK project (Source: Summary of findings of the Polis Working
Group on Social and Economic Issues on parking in cities).
In the SUSTAPARK project, TML built a simulation tool for planning parking. It is con-
structed as an agent-based microsimulator, in which drivers are modelled as a synthetic popu-
lation. Their trips related to working, shopping, going out, et cetera are simulated, as well as
their search for a parking space. The search behaviour is based on research that takes eco-
nomic, cognitive, and situational factors into account when people look for a parking space.
Integration of strategic traffic management and operational parking technologies
For many cities, parking technology is their first encounter with Intelligent Transport
Systems. Parking meters and automated enforcement are the most common technology appli-
cations available. SMS parking payment is available in several parts of the EU. On a higher
level, parking guidance systems provide dynamic information on availability of parking (in off
street parking lots).
Figure 28: “operational” and “strategic” parking and traffic management tools (Source:

46
Summary of findings of the Polis Working Group on Social and Economic Issues on parking in
cities).
There is however a growing challenge of increasing the interaction of “operational” and
“strategic” parking and traffic management tools with higher level traffic management systems.
Operational intelligent parking technologies facilitate the client payment and enforcement.
Strategic traffic management is looking at management of the traffic flows at city level, using
historic data and traffic management tools such as guidance, dynamic traffic light management
etc.
Operational systems will increasingly deliver useful data for strategic traffic manage-
ment (SMS parking data sets, in and out flux data of off street parking spaces.) It is currently
not clear how data streams will connect. This is an issue of technical integration (linking up
systems), but also of mutual awareness. Cities have to be aware of the importance of the data
generated by parking management tools and have to internally assign resources and expertise
to analysing and using this data.
Inspiring example: Tallinn
Figure 29: Inspiring example: Tallinn (Source: Summary of findings of the Polis Working
Group on Social and Economic Issues on parking in cities).
The city of Tallinn has been the fore runner in the field of intelligent parking technolo-
gies. SMS parking has been possible since the year 2000! The technology reduces problems
faced with revenue collection by parking operators, it offers a viable and working m-commerce
opportunity for operators, which has been proven in operation and can provide arguments for
loyality and it greatly increases revenue collection of parking. The city has decreased the
number of city officials which are dealing with parking problems thanks to their electronic fine
management.
Future technological innovations
It is expected that over the next decade, GPS technology and value added services
such as in car parking guidance systems will take ground in the EU. After selecting a destina-
tion through an on board device, the system will also ask whether the driver wants to be di-
rected to the nearest organised parking infrastructure (currently mainly off street parking, but
why not on street parking in the longer run?). Experiments with actual parking slot reservation

47
and booking were not a success.
Digital map providers are difficult to motivate to map the parking offer. The process
would be too labour intensive and the potential return on investment is currently not clear. This
lack of data creates a problem that in - car parking information providers will have to by-pass.
One solution can be to offer tools for parking infrastructure providers to enter their parking of-
fer in geo-referenced databases. In general parking data warehousing (including parking offer,
data on permits and rights holders, infringements) will become more and more important.
Towards more attention to parking at EU level?
Parking is currently not a central part of EU research and policy development. This is a
pity. Parking is one of the most common methods of cities to make internalisation of external
costs. In this regard parking policy is linked to processes such as the ITS action plan, the EU
urban transport action plan, the European Electronic Tolling System and the Directive on cross
border enforcement.
Regarding research, there are several research topics that deserve further inquiry at
EU level. To name a few:
• Getting the prices right? What is a sound and transferable econometric model to calculate fair
parking charges at the local level?
• Parking and its interaction with spatial planning
• New technologies for parking, integration of strategic traffic management with parking man-
agement.
When planning this area, it was concluded that a possible improvement could be
achieved by designing a new parking space, so the options that were implemented below were
also considered.

48
3.2.2.Technology
Possible solutions for the construction of this proposal which includes possible tech-
nical developments. Possible solutions for the construction of this proposal which includes
possible technical developments.
The project offers Round structure parking spaces, thus the text below discusses the
main advantages and comparison with other types of multi-storey parking lots (Round struc-
ture features high strength, Total cost is drastically reduced, Shortening construction term,
Small space per car, Technolodgy information, Utilization as a building foundation).
Advantageous / Features of Round Structure
Round structure features high strength.
Functionality is a streamlined design, making optimal use of limited space, for example,
a cylindrical parking lot is not only simple, but also highly efficient and safe. The round shape
has a seismic and earthquake absorbing structure to contain shocks or shocks that are not af-
fected by the direction of the seismic wave. Slight deformation and lack of tensile force make
the wall thinner.
Figure 30: Round structure features high strength (Source: Round Automated Parking System)
.
Total cost is drastically reduced (Compare with Conventional Building Parking)
• Compared with the same sized underground garages, the amount of earth from drilling is
smaller and no curing is required thanks to the round shape.
• The necessary land space is only one third(1/3) of the conventional parking garage where
drivers park by themselves.

49
• Drilling and immersion can be done simultaneously and construction time is shortened. We
have succeeded in reducing the cost by one fourth(1/4) of that of the underground parking
where drivers park by themselves.
• The shorter construction term contributes to cost reduction.
Figure 31: Conventional parking facilities and round Automated parking facilities
(Source: Round Automated Parking System)
Shortening construction term
• As this system uses press in caissons built beforehand in a factory, construction is undertaken
very speedily.
• Round structure makes construction time shorter than that of the same sized underground
parking facility.
• Machine installation is so simple to assemble on the site, which also means easy dismantle-
ment as well as easy relocation.
• The short working time leads to the overall cost reduction.
Figure 32: Caissons built beforehand in a factory (Source: Round Automated Parking)

50
System)
Figure 33: Simple to assemble on the site (Source: Round Automated Parking System)
Small space per car (VS. Conventional Building Parking)
• As the place where cars are converged is in the center of the round shape, space per car is
small.
• It requires only 28 % of land space compared with the existing underground parking system
where drivers park by themselves.
• The effectiveness of car capacity is three times and half (×3.5), while the construction cost is
one fourth (1/4) !
• Other empty space can be utilized as a reservoir.
Figure 34: Cars are converged is in the center (Source: Round Automated Parking Sys-
tem)

51
Figure 35: Sapce can be utilized as a reservoir (Source: Round Automated Parking
System)
Small space per car (VS. Square Shape (Linear type) Automated Parking)
Round shape has more advantages. Comparison in case of parking 10 cars on one floor
Square Shape:
• About 270 ㎡ / floor
• 27 ㎡ per one car (100%)
• Center space has to be left open for car movement.
Round Shape:
• About 240 ㎡ / floor
• 24 ㎡ per one car (88%)
• Fan shaped space is left open, but it can be utilized for a reservoir, an electric room and
so on.
* Round shape is reasonable for car placement.

52
Figure 36: Square and Round Shapes (Source: Round Automated Parking System)
Civil cost is reduced (VS. Square Shape (Linear type) Automated Parking)
Round shape has more advantages
Comparison in case of parking 60 cars on each system
Square Shape:
• About 3,780 ㎥/ system/ 60cars (18m×15m×14m=3,780 ㎥)(100%)
• 3,780 ㎥ × @500$ = 1.89million$
• 1.89million$ / 60cars = 31,500$/ car (100%) *case in Japan
Round Shape:
• About 3,366 ㎥/ system/ 60cars (17.5m×14m=3,366 ㎥)(89%)
• 3,366 ㎥ × @350$(30% down from 500$) = 1.18million$
• 1.18million$ / 60cars = 19,600$/ car (62%) *case in Japan
* Round shape is much reasonable for Civil Cost.
Ref. Comparison of type
Occupation Area (㎡/car)
Round type parking 24
Linear type parking 27
Conventional parking 35-42
Table 8: Ref. Comparison of type (Source: Round Automated Parking System)
Other empty space can be utilized as another purpose space (VS. Square Shape)
Round shape has more advantages
Comparison in case of parking 60 cars on each system
Round shape has other empty space can be utilized as a reservoir (Rainwater storage
tank or Fire prevention water tank), an electric room, Luggage warehouse and so on.

53
Square Shape:
• O ㎥
Round Shape:
• 3 ㎥ × 12m =36 ㎥, 36 m3 × 10space =360 ㎥/system
*Capacity of 36 fire engines water,1 fire engines = Capacity : 10,000 L
Technolodgy information
Structure (shape) is most effective. The structure is advantageous
In case of square type
• Concrete is strong against the compression, but week against the tensile strength.
• [Concrete is easy to deform] & [Tensile strength arises] → Wall becomes thicker
Figure 37: Square Shapes (Source: Round Automated Parking System)

54
In case of round type
• Small rate of deformation.
• No tensile strength arises → Wall becomes thinner.
Figure 38: Round Shapes (Source: Round Automated Parking System)
Short construction period
Outline process
• Building of continuation wall under the ground
• Excavation
• Construction of open caisson method on the spot
• Framework → Concrete casting → Concrete cure → Framework removal

55
• Removal of temporary equipments
Figure 39: In case of square type (Source: Round Automated Parking System)
Outline process
• Construction of the first excavating area
• Excavation
• Assembling of pre-cast segment
• Simultaneous work of excavation and placing
• Repeat repeat Assembling of pre-cast segment
Figure 40: In case of round type (Source: Round Automated Parking System)

56
In conclusion: Utilization as a building foundation
Utilization as a building foundation
Characteristics:
• When newly constructing or renovating hotel/office buildings and public facilities, the round
parking system can be installed as a foundation element of the superstructure as well as a
providing sufficient parking capacity.
• The round parking system will increase the value of high-grade residences or apartment
houses in combination with a safe, convenient and environmentally friendly parking system.
Figure 41: Drawing is an imaged hotel in the center of a city. (budget hotel) (Source:
Round Automated Parking System)
Thus, the parking lot of the Round Building was implemented, which seems to be more com-
petitive and promising for the project area. Moreover, from the point of view of urbanism, this
type of construction is more suitable for the territory.

57
3.3. Project design of Transportation System
An important characteristic that must be quantified to complete an operational analysis
of a signalized intersection is the quality of the progression, the parameter that describes this
characteristic is the arrival type, AT, for each lane group. It’s been assumed an arrival type 3,
considering random arrivals in which the main platoon contains less than 40 percent of the
lane group volume
Figure 42: The scheme of transport and pedestrian traffic (own’s elaboration)
Сross-section-roads in Figure 42 clearly show the structure of major roads such as: Via

58
Scarpanto (A-A), Via Giovanni Conti (B-B), Via delle Isole Curzolane (C-C)
Figure 43: Cross-section-roads (own’s elaboration)

59
3.3.1.Bike paths: characteristics and regulatory references
The project used the basic requirements for the design of cycle paths and as an Florence's
example values and dimensions were consider. An overview of the definitions and regulatory
references that frame the design of cycle paths on the Italian territory.
The path of the cycle paths consists of a succession of sections made with different types of
cycle solutions, connected to each other so that a continuous flow, protected and safe, easily
accessible, fluid in the journey, is obtained, so that the cyclist is motivated to take it to prefer it
rather than choosing parallel paths that are not equipped (definition that mentions the “Urban
Planning Regulations” of the Municipality of Scandicci).
The context of integration (urban or interurban), the recovery of the territory and the landscape
aspect are basic aspects for the positioning of a potential cycle path. In Italy the reference law
for the construction of urban cycle paths is the law of 28 June 1991 n. 208 “Interventions for
the creation of cycle and pedestrian routes in urban areas. (GU n.165 of 16-7-1991) "and by
the CNR regulations , as well as the Ministerial Decree 557/199 9" Regulation containing rules
for the definition of the technical characteristics of cycle paths ".
The cycle path is defined by the Ministerial Decree as "longitudinal part of the road, suitably
delimited, reserved for the circulation of cycles" and is divided into three types:
a) its own location : one-way or two-way, if its location is physically separate from that relating
to motor vehicles and pedestrians, through suitable longitudinal physically impassable traffic
dividers (TYPE A);
b) reserved lane obtained from the roadway, in one direction of travel, agrees with that of the
contiguous lane intended for motor vehicles and usually located to the right of this lane, if the
separation element is essentially constituted by a longitudinal boundary strip or by lane delim-
iters (TYPE B);
c) on a reserved lane obtained from the pavement , with one or two directions of travel, if the
width allows it to be built without prejudice to the circulation of pedestrians and is located on
the side adjacent to the roadway (TYPE C).
Plano-altimetric dimensions of the Italian cycle paths

60
Figure 44: Source: Abacus of the urban planning regulations of the Municipality of Scandicci
Figure 45: Source: Abacus of the urban planning regulations of the Municipality of Scandicci
Normative requirements
1. Taking into account the overall dimensions of cyclists and cycles, as well as the space for
balance and an appropriate lateral clearance free from obstacles, the minimum width of the
cycle lane, including the edge strips, is equal to 1.50 m; this width can be reduced to 1.25 m in
the case of two contiguous lanes, of the same or opposite direction of travel, for a minimum
overall width of 2.50 m.
2. For own cycle paths and for those on reserved lanes, the width of the cycle lane can be ex-
ceptionally reduced up to 1.00 m, provided this value is extended for a limited length of the cy-

61
cle route and this circumstance is suitably reported.
3. The widths referred to in the preceding paragraphs represent the minimum mandatory for
the tracks on which the circulation of two-wheeled cycles only. For the tracks on which the cir-
culation of cycles with three or more wheels is allowed, the above dimensions must be suitably
adapted taking into account the dimensional limits of the cycles set by article 50 of the legisla-
tive decree 30 April 1992, n. 285.
4. The width of the physically impassable traffic divider that separates the cycle path in its own
seat from the carriageway intended for motor vehicles must not be less than 0.50 m ”.
(Art. 8)
3. In the case of the creation of bicycle lanes on their own, independent from the roads intend-
ed for other types of road users, the longitudinal slope of the individual levels cannot generally
exceed 5%, except for the ramps of the cycle crossings at staggered levels , for which a max-
imum slope of up to 10% can be adopted. For the purposes of the wide usability of the cycle
paths by the relative users, the average longitudinal slope of the same paths, assessed on a
kilometric basis, must not exceed 2% unless documented exceptions by the designer and pro-
vided that full usability by the intended users.
4. The maximum longitudinal slope values (average and punctual) set out in paragraph 3 must
also be used as a substantial reference for the identification of cycle paths to be built on roads
mainly intended for vehicular traffic or adjacent to them, concurrently the design criteria set out
in article 6, paragraph 6.
5. The radii of horizontal curvature along the cycle lane layout must be commensurate with the
expected design speed and, in general, must be greater than 5.00 m (measured from the inner
edge of the track); exceptionally, in areas of intersection and in particularly constrained points,
said radii of curvature can be reduced to 3.00 m, provided that the clear viewing distance is
respected and the curve is appropriately marked, especially in the case and in the direction of
travel with respect to the which it is preceded by a level downhill.
6. The increase in cornering must be commensurate with the design speed and the radius of
curvature adopted, taking into account both an adequate transversal adhesion coefficient and
the fact that a transverse slope equal to 2 is sufficient for the correct drainage of surface water
%, with reference to road pavements with bituminous conglomerate wear layer.
Project speed (Art. 8)
1. The design speed, to which the stopping distances and therefore the free view lengths in
particular should be correlated, must be defined for each section of the cycle paths, taking into
account that cyclists on the flat generally proceed at a speed of 20- 25 km / h and which
downhill with a 5% gradient can reach speeds even higher than 40 km / h.
7. Without prejudice to the limitations valid for all vehicles, including those inherent to particu-
lar zones of urban areas (for example zones with a speed limit of 30 km / h), specific speed
limitations, for single sections of cycle paths, must be adopted in all those cases in which the

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