AUTh – LHTEE
The methodology which was adopted within the framework of the “SUTRA:
Sustainable Urban Transportation” research project, concerns the application of
various simulation models aiming to develop a consistent and comprehensive
approach and planning methodology for the analysis of urban transportation
problems, that helps to design and optimise strategies for sustainable cities.
Below, for Thessaloniki case study, data collection will be described mainly in
relation to the models used in the project.
MARKAL
In point of energy system analysis the collected data concerning:
 Electricity Useful Demands (for periods 1990-1995, 1995-2000)
 Transportation Useful Demands (for period 1990-1995)
 Heating – Warm water Useful Demands (in progress)
 Transportation Demand Devices
No data has been found and collected yet about:
 Transportation Useful Demands (for periods 1995-2000)
 Electricity Demand Devices
 Heating – Warm water Demand Devices
 Electricity Technologies
 Transportation Technologies
 Heating – Warm water Technologies
If some of the needed data will not found estimation will take place base on national
averages as bibliographical references.
For the time being data aren’t enough for running the model.
VISUM
Concerning the transportation model the available data until now are:
 Origin – Destination Matrices for PCs and Busses (Public transport) for the
“current situation”
 Network links & nodes
 Delay functions per type of road, for public transport and per node
In collaboration with PTV the network of Thessaloniki city was produced.
For Thessaloniki case study there are two transportation network scenarios (year
1999, year 2014), one matrix per network for morning peak time and for each network
and matrix, two modes - private car & bus (for year 1999), 316 zones (for year 1999),
1335 nodes & 3980 links (for year 1999) and the total length is 1063 km (for year
1999).
The development of future policy and plans are (description of scenario 2014 for
Thessaloniki):
 Underwater vehicle tunnel which links the west entrance of the city with the
center, and extension of it to the East.
 Basic subway line in the center of the city.
 Tramway in the center of the city, east and west Thessaloniki.
 Suburban railway linking the industrial area of Thessaloniki with the west part
of the city.
 Upgrading of the other types of roads (ring roads and suburban roads)
 Upgrading of the major arteries
Because of compatibility problems with the software of VISUM until the end of
November there is no results for Thessaloniki case study.
VADIS and emission model
All required input data were collected and sent to UAV.
Data consist of:
 Number of vehicles, average speed, road length, fleet composition
 Emission data (hourly) for every road
 Meteorological data
 Coordinates of emissions sources
 Data with regard to the geometry of obstacles and
 Hourly concentrations of NO2, CO and NO from a station located at the town
hall
Until the MTA no results have been received.
Indicators and Scenario data
Concerning indicators data that have been collected are:
1. Driving forces
 Demographic data and trends
 Land use data
 Economic data including employment
2. Response
 Investment
 Transportation modes data, occupancy etc.
 Public transport prices and market penetration of private cars
 Also population and Housing Characteristics.
The available list of scenario includes
 Demographic Data (Population growth and Ageing structure) and
 Technological Data (Occupancy rate per passenger car and fleet composition).
The Economic Data aren’t available.
Traffic accidents data
The traffic accidents data consisted of:
Population transportation/day by mode, possession data (vehicles per household and
1000 inhabitants), number of traffic accidents and injured persons table.
City specific data and information
For the Greater Thessaloniki region maps and GIS data have been sent including
height contour map, municipality border map and the road network map as .jpg files
and land use, height contour, road network information for the same region in
ARC/INFO format.
The institutional framework and the list of contact persons were sent. Also the city
description has been prepared and it is located in:
http://www.ess.co.at/SUTRA/CITIES/thessaloniki.html
OFIS
The input data needed to run the OFIS model are:
 Latitude and longitude
 Time zone meridian
 Distance and angle of sea from city center
 Number of neighboring cities
 Distance of neighboring cities from city center and their angle from North (with
city as reference)
 Meteorological data (wind speed, wind direction temperature and temperature
gradient) for each day of the considered time-period
 Diurnal average background boundary concentrations of 66 species participating
in the ozone cycle, for each day of the considered time-period
 Emission data with hourly emissions of 15 species (for ground and elevated level)
for only one representative day, for the urban, suburban and rural area around the
city, as well as for each neighboring city
 Landuse according to certain 10 types of land
 Wind speed and wind direction during the sea-breeze days of the considered timeperiod, as well as their specific dates
For Thessaloniki all these data are available, thus hourly ozone concentrations were
produced for every day of the considered time-period. Specifically the model has been
applied for 6 months (1/4/95-30/9/95) and IND120 values with wind rose of
prevailing wind is presented.
IND120 is the number of days with maximum 8hour running average ozone
concentration exceeding 120μgr/m3, for each of the cells (1km1km) of the examined
domain (150150km2), during the whole of the specified period.
IND120
60
40
125
105
20
85
0
65
-20
45
25
-40
0
-60
-60
-40
-20
0
20
40
60
In the case of Thessaloniki, exceedances are observed, as in the Genoa case, away
from the city influence and due to high ozone background concentrations exceeding in
some days the target value of 120μg/m3. NO emissions limit ozone production in the
urban area as expected, but low VOC emissions prohibit ozone formation downwind,
similarly to the Gdansk case. Although detailed and comprehensive emission data
were available for this case, the lumping of VOC from the original speciation to the
one used by the model was inadequate. NE of the city, the sea breeze effect is evident,
as SW winds, occurring in 40% of the studied summer days, advect poor in ozone air
from the city.