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Many university campuses are suffering from serious mobility problems resulting from excessive use of the private car by students, teachers and administrative staff. This article proposes a methodology based on a revealed and stated preferences survey aimed at estimating the importance of different variables on users mobility choices in order to simulate their reaction to policies such as the introduction of new modes of transport or charging for on campus parking. This estimation was based on a Mixed Logit model considering the possible presence of heterogeneity in user preferences. The introduction of these results into an optimization model has also allowed us to calculate the optimal parking fare that should be charged which would minimize the number of free spaces on campus or maximize the income received. This methodology has been applied to a case study at the campus of the University of Cantabria (Spain). The elasticities calculated using a Mixed Logit model confirm that setting a fare for parking on campus would be a serious disincentive against private car use in favor of more sustainable transport modes. Furthermore, the optimization model allowed us to calculate the fare that would maximize the income obtained from the parking spaces, an income that could then be used to strengthen the campus sustainable mobility policies. • The aim is to propose a methodology to promote sustainable mobility in campus. • The data was collected using a revealed and stated preferences survey. • Mixed logit and optimization models were estimated. • Results showed a fare for parking would disincentive private car use. • The optimization allowed us to calculate the optimal parking fare. [ABSTRACT FROM AUTHOR]

Abstract: The use of Multinomial Logit (MNL) models specification for the simulation of residential location have been often criticised due to the Independence of Irrelevant Alternatives hypothesis (IIA) which does not allow for the existence of spatial correlation between residential zones. Moreover, it is not clear when and to what extent the influence of the workplace zone and accessibility to employment affect the residential location choices made by households; in other word, whether the residing choice is conditional to the workplace, or vice versa; or if such choices (residence and work place) are joint. In this paper, Nested Logit (NL) and Cross-Nested Logit models of residential location choice are specified and compared to MNL, to investigate the existence of spatial correlation between different locations. Furthermore, different assumptions are tested, considering the choice of residential zone and the joint choice of residential zone and work place zone. The models were estimated for the urban area of Santander (Spain). The results indicate that the inclusion in the model specification, of the spatial correlation between zones fit the data significantly better. Home-work journey times were a statistically significant factor in household location choice, whereas accessibility to employment had the correct sign but it was not statistically significant. [Copyright &y& Elsevier]

There is no doubt that goods transport continues to play a vital role in today’s society, in spite of the advances made with new information and communications technologies. The main objective of this research is to analyse the behaviour of goods receivers in two Spanish cities (Santander and Barcelona) when they are confronted with the possibility of adopting new goods distribution practices. The new goods distribution policies proposed to the receivers were: an Off-Hour Deliveries policy (OHD) and a policy which uses Urban Distribution Centres (UDC). The methodology used was based on a stated preference survey and a Mixed Logit model. The results show that in both cases, receivers generally do not wish to change the manner in which they receive their goods, especially if such change involves increased costs. However, both policies were generally more accepted in a medium size city like Santander than in Barcelona, and some results can be achieved even without tax reductions which will result in fewer distribution vehicles circulating at peak times and therefore less congestion and pollution on urban streets. In addition, it is important to consider that not all the commercial sectors react the same way, so this heterogeneity has to be taken into account in the specification of the models and in the proposed policies. [ABSTRACT FROM AUTHOR]