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Home-Work
Shifts Plan

Barilla2013

Obiettivi del Piano

Urban systematic mobility is today one of the main topics of interest for institutions and companies. In fact, its better organization can contribute to reducing the levels of congestion of urban traffic and, at the same time, those of air pollution, with consequent advantages both at a social and economic level. In accordance with the Ronchi Decree of 1998, companies with more than 300 employees in the same workplace or with globally more than 800 resources, must annually draft a Plan of the Home-Work Movements (PSCL).
The Home-Work Displacement Plan consists in the development, implementation and control of an optimal set of measures, taking into account the conditions of the specific area (employee mobility behavior and needs, transport planning tools, the political situation of transport of the urban area in which the companies are located) and general objectives to be achieved (reduction of energy consumption, atmospheric and noise pollution, greenhouse gas emissions and transfer of demand from individual to collective means) for remodulation of the Home-Work journeys of employees.
Mobility Management is therefore a fundamentally oriented approach to managing the demand for mobility, which develops and implements concepts and strategies aimed at ensuring the mobility of people and the transport of goods in an efficient manner, with regard to social and environmental objectives.
The proposed intervention strategies are called “soft strategies” as they are mainly based on the activities of: management, communication and information

Survey and Mobility Habits

From the survey carried out it is possible to identify a series of mobility indicators including modal split: the traditional car is the most used vehicle, exceeding 70%. Peak time is in effect between 8.00am and 9.00am and on exit between 6.00pm and 7.00pm. An in-depth analysis of mobility habits allows us to optimize them, through integrated planning between working hours, company services (bus, shuttle, incentives, etc.) and timetables for local public transport.

Analyzing the means used also from a spatial point of view, it is possible to identify how the company location in an industrial area near suburban roads, does not favor soft mobility (Bicycle).

Annual trips with the different modes of transport

From the survey conducted, both the total annual journeys for each transport mode and the average distances traveled in the single journey were identified. The two graphs allow, together with other information, to obtain respectively: the estimation of pollutants and the range of users affected by each mode of transport. In fact, while cars and public transport are the preferred alternatives for journeys of more than 10 km, the bicycle has excellent potential for employees who reside no more than 6-8 km from their place of work.

Pollutants emitted with the different modes of transport

Taking advantage of the simulation model implemented in the MobilityManager software, we can estimate the main polluting emissions (CO, CO2, VOC, NOx, PM10, etc.) with the sophisticated Copert IV model.
The car turns out to be the means that provokes the greatest emissions for the home-work mobility of the Barilla di Parma headquarters.

Propensity for change

The propensity for modal change turns out to be an indicator of fundamental importance in the definition phase of the project interventions. In particular, users who have declared to use the private car or the motorcycle are asked to express a favorable / unfavorable opinion on the use of sustainable transport modes for different incentives. The propensity to use Local Public Transport (TPL) is reported, noting that most of the disagreement with the service derives from an inadequate public service. Therefore, at an enterprise level an effective strategy could provide incentives for the purchase of the season ticket.