Thesis EVALUACIÓN A NIVEL DE PREFACTIBILIDAD DE UN SISTEMA DE COBRO ELECTRÓNICO PARA EL SISTEMA DE TRANSPORTE PÚBLICO MASIVO DEL GRAN VALPARAÍSO
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Date
2017
Authors
Journal Title
Journal ISSN
Volume Title
Program
INGENIERIA CIVIL INDUSTRIAL
Campus
Universidad Técnica Federico Santa María UTFSM. Casa Central Valparaíso
Abstract
La movilidad urbana se comprende el conjunto de viajes que realizan las personas, dónde los principales motivos son trabajo y estudio. En las distintas comunas del Gran Valparaíso predominan distintos tipos de desplazamiento: del tipo radial (centro-periferia) para Valparaíso y Villa Alemana, del tipo tangencial (entre zonas con distinto tipo de uso de suelo) para Concón y de tipo multicéntrico (entre varios centros urbanos) para Viña del Mar y Quilpué. A nivel agregado el desplazamiento del Gran Valparaíso es a través de ejes estructurantes longitudinales y transversales, dónde Valparaíso y Viña del Mar son las principales comunas de atracción de viajes. La evolución de la conurbación hacia zonas más alejadas del par Viña del Mar-Valparaíso ha sido favorecida por la inversión en infraestructura vial y la aparición de medios de transporte como Metro Valparaíso, lo que ha permitido incrementar el radio isócrono e ir aumentando la densidad poblacional de las comunas de Quilpué y Concón, así como el sector de Placilla-Curauma. El análisis del tipo de desplazamiento predominante en cada comuna, así como el de la conurbación, permite esbozar el tipo de transporte que será necesario para dar respuesta a los requerimientos de movilidad de las personas.Actualmente el sistema de transporte público del Gran Valparaíso está conformado por los siguientes modos de transporte: buses del Transporte Metropolitano Valparaíso (80% de los viajes), taxis-colectivos (13% de los viajes) y Metro Valparaíso (7% de los viajes). Respecto de Metro Valparaíso, que se ha ido consolidando como una alternativa de conexión en un eje estructurante del Gran Valparaíso, tiene planes de expansión de su red hacia las comunas de La Calera (extensión línea 1) y Concón (futura línea 2), además de una mayor capacidad de la red con la incorporación de más trenes y una mayor frecuencia del servicio. Por su parte el Transporte Metropolitano Valparaíso comprende 10 unidades de negocio con un sistema tarifario común y cobertura en toda la conurbación. Este sistema se caracteriza por una amplia red con recorridos próximos a los puntos de origen de los viajes, con pocos trasbordos, tarifas conocidas y aceptadas por los usuarios (baja evasión), una situación laboral irregular en algunas líneas, insuficiente nivel de servicio en horario nocturno y terminales con instalaciones insuficientes. A partir de esto se establecen los desafíos que implica una reestructuración del sistema de transporte, los cuales son: mejor frecuencia y cobertura, control operacional, cumplimiento en la legislación laboral, diseño más eficiente y adaptación continua a la evolución urbana.De manera previa a la reformulación del sistema de transporte es necesario visualizar los errores y aciertos de otros sistemas, como lo fue la experiencia en Santiago en Chile y Curitiba en Brasil. El primero tuvo importantes fallas a nivel de diseño (contratos inadecuados en incentivos y control, errores de modelación de nueva red e insuficiente medición de impacto en otros modos de transporte), a nivel de implementación (implementación simultánea de todos los cambios, infraestructura insuficiente y baja competencia en licitación de operador financiero y tecnológico) y a nivel de institucionalidad (atribuciones insuficientes del Coordinador General de Transporte, agendas propias de cada ministerio involucrado, rotación de equipo técnico, entre otros). El segundo logró integrar el transporte público con el uso de suelo mediante un sistema de buses rápidos que sirvió de modelo en todo el mundo y un éxito basado en: implementación gradual de cambios, integración de buses de distinta capacidad según necesidad, vías exclusivas para tránsito de algunos modos de transporte, centro de control operacional, alianza público-privada, entre otros. Algunos de los desafíos que presenta el sistema son los subsidios de algunos segmentos de pasajeros y una tarifa técnica baja que dificulta la sostenibilidad del sistema.Es así que se formula una reforma al sistema de transporte público del Gran Valparaíso, con la implementación de un sistema integrado denominado Red de Transporte Público Metropolitano Valparaíso que incorpore: buses troncales, buses alimentadores, buses locales y la integración con Metro Valparaíso, ascensores de Valparaíso y buses rurales. La implementación del sistema es concebida con un plan de 3 etapas. La primera caracterizada por la incorporación del sistema de cobro electrónico, la segunda por el rediseño de la red de transporte y la tercera con la integración de los buses rurales. La incorporación del sistema de cobro electrónico permitirá mejorar la situación laboral de los choferes, incrementar el control sobre la red, generar información para mejora continua, otorgar mayor eficiencia al sistema en su conjunto, entre otros beneficios. Como contraparte, se verá incrementada la tarifa y los usuarios transitarán hacia un sistema basado en trasbordos, lo que cambiará la cultura respecto del sistema.En la primera etapa, considerada como una de transición, se aplicará una política de precio que busque equilibrar la sostenibilidad del sistema y tarifas equitativas para el usuario. El tipo de tarifa a emplear será por zonas, definiendo los tramos en directos y sector. Para la implementación de este tipo de tarifa es necesario un sistema que considere una doble verificación, identificando el acceso y salida del bus. Dentro de los elementos del sistema se consideran: como título de viaje el uso de tarjetas inteligentes sin contacto (extendiendo la tarjeta Metroval de Metro Valparaíso a toda la red), equipos de venta (físicos como la red de cajeros de Metro Valparaíso, la red de Banco Estado y su servicio de Caja Vecina, centros comerciales, supermercados, entre otros y plataformas digitales con la implementación de sistemas de Webpay y Servipag), equipos validadores de títulos (dos por bus en cada puerta), Sistema de Gestión de información (que involucra a los equipos de venta, los validadores y centro de control) y una estructura institucional (sistema de canje que asumiría Metro Valparaíso, responsables de la recaudación y distribución de fondos).Para la implementación del sistema de transición se requerirá además de desarrollar una campaña de marketing, con una orientación educativa e informativa y la creación del Directorio de Transporte Público del Gran Valparaíso, responsable del diseño, coordinación y fiscalización de los actores involucrados en el sistema.En consideración a que es un proyecto que no genera ingresos por sí mismo, se deberá financiar con un alza tarifaria de $31,5 CLP, con la cual se obtendrá un Valor Actual Neto del proyecto de $ 1.139.343.902 CLP (en un horizonte de tiempo de 10 años y con una tasa de descuento de 8,504%). Para la inversión inicial se contará con financiamiento estatal. El alza tarifaria se implementará para que en promedio se alcancen los $31,5 CLP entre las tarifas de las distintas líneas, de manera de disminuir el impacto que tendría en los usuarios de menores ingresos
Urban mobility is understood as the set of trips made by people, where the main reasons are for work and study. In the different places of the region of Valparaiso, different types of displacement predominate: the radial type (center-periphery) to Valparaiso and Villa Alemana, the tangential type (between zones with different type of land use) to Concón and of a multicentric type (between different urban centers) to Viña del Mar and Quilpué. At an aggregate level the displacement of the Great Valparaíso is through longitudinal and transverse structuring axes, where Valparaíso and Viña del Mar are the main places of attraction of trips. The evolution of the conurbation to areas that are more distant from Viña del Mar-Valparaíso, had meant the investment in road infrastructure and the appearance of different kind of transport such as Metro Valparaiso, which has allow increasing the isochronous radius and increasing the population density of Quilpué and Concón, as well as Placilla - Curauma. The analysis of the type of displacement predominant in each commune, as well as that of the conurbation, allows outlining the type of transport that will be necessary to respond to the mobility requirements of the people.Now a days the public transportation system of Gran Valparaiso is composed by the following ways of transportation: Metropolitan Transportation Valparaiso buses (80% of the trips), taxis (13% of trips) and Metro Valparaiso (7% of the trips). In the case of Metro Valparaíso, which has been consolidated as an alternative connection in a structuring axis of Gran Valparaiso, plans to enlarge its network to the communes of La Calera (extension line 1) and Concón (future line 2), in addition of a greater capacity of the network with the addition of more trains and a greater frequency of the service. In the other hand, Metropolitan Transportation Valparaíso is composed by 10 business units with a common tariff system and covers all the conurbation. This system is characterized by a wide network with routes close to the points of origin of travel, with few transfers, known rates and accepted by users (low evasion), an irregular work situation in some lines, insufficient service level in schedule at night time and terminals with insufficient facilities. From this, the challenge of a restructuring plan for the transportation system are established, which are: better frequency and coverage, operational control, compliance with labour legislation, more efficient design and continuous adaptation to urban evolution.Before reformulating the transportation system, it is necessary to visualize the errors and successes of other systems, such as the experience in Santiago in Chile and Curitiba in Brazil. The first one had significant errors of design (inadequate contracts in incentives and control, new network modelling errors and insufficient impact measurement in other modes of transport), at the implementation level (simultaneous implementation of all changes, insufficient infrastructure and low competence in tendering of financial and technological operator) and in the institutional level (insufficient attributions of the General Transportation Coordinator, own agendas of each ministry involved, rotation of technical equipment, among others). The second succeeded in integrating public transport with land use through a fast bus system that served as a model worldwide and a success based on: gradual implementation of changes, integration of buses of different capacity according to need, exclusive roads for some of the ways of transportation, operational control center, public-private alliance, among others. Some of the challenges presented by the system are the subsidies of some segments of passengers and a low technical fee that hinders the sustainability of the system.Is like this that is made a reformulation to the public transportation system of Valparaíso, with the implementation of an integrated system called Metropolitan Public Transport Network Valparaiso that includes: main buses divided into two kinds, the ones that are fast transit and the buses that take people to take this fast transit buses, local buses and integration with Metro Valparaiso, Valparaíso elevators and rural buses. The implementation of the system is divided into 3 stages. The first step, would be characterized by the incorporation of the electronic payment system, the second by the redesign of the transport network and the third by the integration of rural buses. The incorporation of the electronic payment system will improve drivers employment status, increase control over the network, generate information for continuous improvement, provide greater efficiency to the system and other benefits that would be describe afterwards. By the other hand, the fee will be increased and users will transit to a system based on transfers, which will change the culture about the system.The first step is considered as a transition, a price policy will be applied that seeks to balance the sustainability of the system and fair fee to the user. The type of fee to be used, will be by zones, defining the trip as a direct trip or place trip. For the implementation of this type of fee it is necessary a system that considers a double verification, identifying the access and exit of the bus. Within the elements of the system is considered, the use of contactless smart cards (extending the Metroval card from Metro Valparaíso to the entire network), as well as sales teams (such as the Metro Valparaíso ATM network, the network of Banco Estado and its Caja Vecina service, shopping center, supermarkets, and others. Also will be considered digital platforms with the implementation of Webpay and Servipag systems), securities validation equipment (two per bus at each door), Information Management System (which involves sales equipment, validators and control center) and an institutional structure (exchange system that would assume Metro Valparaiso, responsible for the collection and distribution of the money collected).For being able to implement the transition system, it will be also require a marketing campaign with an educational and informative orientation and the creation of the Public Transport Directory of Gran Valparaiso, responsible for the design, coordination and control of the actors involved in the system.Considering that it is a project that does not generate income by itself, it will have to be financed with a rate increase of $ 31.5 CLP in the fee, which it will obtain a Net Present Value of the project of $ 1,139,343,902 CLP (in a horizon of Time of 10 years and with a discount rate of 8.504%). For the initial investment, there will be government financing. The rate increase in the fee will be implemented so that on average the $ 31.5 CLP will be reached between the rates of the different lines, in order to reduce the impact it would have on lower income users.
Urban mobility is understood as the set of trips made by people, where the main reasons are for work and study. In the different places of the region of Valparaiso, different types of displacement predominate: the radial type (center-periphery) to Valparaiso and Villa Alemana, the tangential type (between zones with different type of land use) to Concón and of a multicentric type (between different urban centers) to Viña del Mar and Quilpué. At an aggregate level the displacement of the Great Valparaíso is through longitudinal and transverse structuring axes, where Valparaíso and Viña del Mar are the main places of attraction of trips. The evolution of the conurbation to areas that are more distant from Viña del Mar-Valparaíso, had meant the investment in road infrastructure and the appearance of different kind of transport such as Metro Valparaiso, which has allow increasing the isochronous radius and increasing the population density of Quilpué and Concón, as well as Placilla - Curauma. The analysis of the type of displacement predominant in each commune, as well as that of the conurbation, allows outlining the type of transport that will be necessary to respond to the mobility requirements of the people.Now a days the public transportation system of Gran Valparaiso is composed by the following ways of transportation: Metropolitan Transportation Valparaiso buses (80% of the trips), taxis (13% of trips) and Metro Valparaiso (7% of the trips). In the case of Metro Valparaíso, which has been consolidated as an alternative connection in a structuring axis of Gran Valparaiso, plans to enlarge its network to the communes of La Calera (extension line 1) and Concón (future line 2), in addition of a greater capacity of the network with the addition of more trains and a greater frequency of the service. In the other hand, Metropolitan Transportation Valparaíso is composed by 10 business units with a common tariff system and covers all the conurbation. This system is characterized by a wide network with routes close to the points of origin of travel, with few transfers, known rates and accepted by users (low evasion), an irregular work situation in some lines, insufficient service level in schedule at night time and terminals with insufficient facilities. From this, the challenge of a restructuring plan for the transportation system are established, which are: better frequency and coverage, operational control, compliance with labour legislation, more efficient design and continuous adaptation to urban evolution.Before reformulating the transportation system, it is necessary to visualize the errors and successes of other systems, such as the experience in Santiago in Chile and Curitiba in Brazil. The first one had significant errors of design (inadequate contracts in incentives and control, new network modelling errors and insufficient impact measurement in other modes of transport), at the implementation level (simultaneous implementation of all changes, insufficient infrastructure and low competence in tendering of financial and technological operator) and in the institutional level (insufficient attributions of the General Transportation Coordinator, own agendas of each ministry involved, rotation of technical equipment, among others). The second succeeded in integrating public transport with land use through a fast bus system that served as a model worldwide and a success based on: gradual implementation of changes, integration of buses of different capacity according to need, exclusive roads for some of the ways of transportation, operational control center, public-private alliance, among others. Some of the challenges presented by the system are the subsidies of some segments of passengers and a low technical fee that hinders the sustainability of the system.Is like this that is made a reformulation to the public transportation system of Valparaíso, with the implementation of an integrated system called Metropolitan Public Transport Network Valparaiso that includes: main buses divided into two kinds, the ones that are fast transit and the buses that take people to take this fast transit buses, local buses and integration with Metro Valparaiso, Valparaíso elevators and rural buses. The implementation of the system is divided into 3 stages. The first step, would be characterized by the incorporation of the electronic payment system, the second by the redesign of the transport network and the third by the integration of rural buses. The incorporation of the electronic payment system will improve drivers employment status, increase control over the network, generate information for continuous improvement, provide greater efficiency to the system and other benefits that would be describe afterwards. By the other hand, the fee will be increased and users will transit to a system based on transfers, which will change the culture about the system.The first step is considered as a transition, a price policy will be applied that seeks to balance the sustainability of the system and fair fee to the user. The type of fee to be used, will be by zones, defining the trip as a direct trip or place trip. For the implementation of this type of fee it is necessary a system that considers a double verification, identifying the access and exit of the bus. Within the elements of the system is considered, the use of contactless smart cards (extending the Metroval card from Metro Valparaíso to the entire network), as well as sales teams (such as the Metro Valparaíso ATM network, the network of Banco Estado and its Caja Vecina service, shopping center, supermarkets, and others. Also will be considered digital platforms with the implementation of Webpay and Servipag systems), securities validation equipment (two per bus at each door), Information Management System (which involves sales equipment, validators and control center) and an institutional structure (exchange system that would assume Metro Valparaiso, responsible for the collection and distribution of the money collected).For being able to implement the transition system, it will be also require a marketing campaign with an educational and informative orientation and the creation of the Public Transport Directory of Gran Valparaiso, responsible for the design, coordination and control of the actors involved in the system.Considering that it is a project that does not generate income by itself, it will have to be financed with a rate increase of $ 31.5 CLP in the fee, which it will obtain a Net Present Value of the project of $ 1,139,343,902 CLP (in a horizon of Time of 10 years and with a discount rate of 8.504%). For the initial investment, there will be government financing. The rate increase in the fee will be implemented so that on average the $ 31.5 CLP will be reached between the rates of the different lines, in order to reduce the impact it would have on lower income users.
Description
Catalogado desde la version PDF de la tesis.
Keywords
COBRO ELECTRONICO, EVALUACION DE PREFACTIBILIDAD, TRANSPORTE PUBLICO
