Interactive Localisation System for Urban Planning Issues - Efficient Decision Support Systems: Practice and Challenges from Current to Future - page 469

Fig. 6. Thematic zoom on critical branches
Considering the existing traffic, it is easy to have a holdup in branch 65-66, and these traffic
conditions last for 25-30 minutes. Environmental consequences of the specific localisation
choice are remarkable.
With this results, planners should find different solutions such as: modify of streets fluxes
introducing a one-way branches; build new mobility branches (i.e. in the southern area);
consider different localisation possibilities in the east part of the city.
5.2 Efficiency of public mobility services
In Pavia, mobility in the centre is critical especially considering the high number of services.
Another application of the system is about the multi-modal mobility network, regarding
private mobility, public mobility, pedestrians and bicycles. A recent strategy for traffic
calming in historical cities is to define pedestrian areas in the city centre, with private
movement permission only for inhabitants. Pavia is an archaeological site, and a subway is
forbidden: the only feasible public mobility service is on the soil (bus). To reach central
services in a reasonable time, bus net must be efficient and needs inter-modal nodes,
characterized by parking areas and stations. In ULISSE, multi-modal nodes are considered
as services images: destination nodes with positive voltage value (representing the time to
reach the real service by bus). Here, this value corresponds to the efficiency of public lines to
be minimized.
Taking into account a new net focused on the centre of the city, in which 9 external nodes
connect to the remaining real net, 3 services are considered. Two in the centre (S1 and S2)
and one further external (S3).
At first step 2 multimodal nodes are assumed, with an equivalent access time equal to 600
seconds each (waits + travels); the resulting total cost is equal to 74.564 second. If the whole
net, with the same services, could be used by private cars the result would be equal to 55.545
seconds, and this quantity is considered as reference.
Considering 4 multimodal nodes (b1, b2, b3, b4), with an equivalent access time equal to 600
seconds (wait + travel) the resulting total cost is equal to 69.873 seconds.
Modifying the equivalent access time for each single multimodal node, and verifying the
global cost, an acceptable result (global cost close to 60.000 seconds) is for public transport