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This paper deals with a new ITS system aimed at reducing road congestion and noise emissions on the urban roads leading to port terminals. This system is composed of: traffic video cameras, VMS panels and an app. These three components are connected and managed by an integrated ITS system management platform, called “LIST Port ITS System Central” in this paper. Video cameras measure traffic characteristics, such as flow rates, speed and composition of the vehicle stream and provide these data to the LIST Port ITS System Central. The central elaborates the data and provide the traffic flow characteristics to the app. The app calculates, in real time, the best route to/from port terminals, according to traffic congestion and noise emissions, and provides this information to the Central. Then, the app shows to the user the best route and the traffic and noise status in real time. The calculation of the best routes takes place according to the “physical capacity” and “acoustic capacity” of road infrastructures. Noise emissions are directly calculated from traffic characteristics by means of the CNOSSOS-EU model, and are after compared to the noise emission limit levels established by law. The services provided by the LIST Port ITS system are new, because, currently, routing strategies are usually based only on congestion, while noise pollution is almost always neglected. Noise pollution could be a more restrictive constraint because the “acoustic capacity” is often lower than the physical one.

In this paper, a new methodology for the assessment of the so-called “acoustic capacity” of a road infrastructure is proposed. This aspect is very important in the field of transportation planning as, currently, road infrastructures are verified only in terms of physical capacity, at most, the environmental capacity due to atmospheric pollutants is taken into account, while the acoustic capacity is completely neglected. The acoustic capacity is assessed based on the Harmonoise model, which is widely recognized at the European level. The Harmonoise model, starting from traffic data, such as traffic flows, average speed, and typologies of vehicles, provides the levels of noise emissions and immissions, which can be compared to the noise limit levels established by law. The validity of the proposed methodology was assessed on a test network. The results of this analysis show that, generally, the acoustic capacity is actually a capacity constraint, which involves several traffic flows: this occurs in particular in the case of an intersection, but also in the case of a bi-directional road. Furthermore, the acoustic capacity of a road infrastructure is generally lower than its physical capacity.

In this paper, an analysis of the development of Deep Sea Shipping (DSS) and Short Sea Shipping (SSS) container routes calling at Italian ports, is carried out. Data about DSS routes have been collected in the years: 2011, 2014, 2018 and 2019, while data about SSS services have been collected in 2010 and 2018. Italian ports have been classified as follows: Ligurian multi-port gateway cluster, formed by Leghorn, La Spezia, Genoa, Savona/Vado Ligure; Northern Adriatic multi-port gateway cluster, made up of Ancona, Ravenna, Venice and Trieste; Campanian multi-port gateway cluster, composed of Naples and Salerno; hub ports, i.e. Gioia Tauro, Cagliari (only until 2018) and Taranto (only until 2014). The most important gateway cluster, for both DSS and SSS services, is the Ligurian one, which includes Genoa, the major Italian container gateway port. Genoa has shown an almost constant increase in container traffic in the time period analyzed. Italian hub ports are also an important group, but they have registered a negative trend in the years under analysis. DSS routes, to Far East and the American Continent, usually call at the Ligurian ports and the hub port of Gioia Tauro. Northern Adriatic ports are crossed by only a few DSS routes, but they are crossed by a large number of SSS routes, especially feeder ones, with transshipment mainly in the hub ports of Gioia Tauro, Marsaxlokk, Piraeus and Port Said. The evolution of DSS services shows clearly the effects of naval gigantism phenomenon: the number of DSS services has decreased, but the total and, especially, the average DWT have increased. As regards SSS routes, also their frequencies have decreased, but their length and, in particular, the number of ports called, have increased: this choice is performed by container operators in order to increase the ships ’load factor’.

An “island formation” is a region within the hinterland of a port which is served by another port. Some regions of southern Europe, although located within the hinterland of some Mediterranean ports, are “island formations” of northern range ports (namely, northern European ports between Le Havre and Hamburg): an example is the Padan Plain, in northern Italy, which is currently, although only partially, an “island formation” of northern range ports. Actually, a relevant number of TEUs, which have origin or destination in the Padan Plain, and have been unloaded from ships operating deep-sea routes or will be loaded on them, cross northern range ports. Several sources report this number of TEUs, but there is disagreement among them. In this paper, firstly, this number of TEUs is estimated, according to scheduled rail connections between northern range ports and Italian intermodal centres/freight villages. Afterwards, an analysis of transport costs and travel times is carried out in order to determine the advantage of unloading containers (having origin in the Far East or North America and destination in the Padan Plain) through northern range ports instead of Italian ports.

A new freight delivery system based on automated vans is presented. Vans travel in platoons, whose first vehicle is driven and the others are driverless, during large part of their delivery routes. Each platoon moves from the Urban Distribution Centre (UDC) to a dedicated location close to the city centre, where the platoon is split up. At the split up location, the driver gets off the first van and each van of the platoon, independently from the others, carries out the last part of its delivery route moving without any driver. Meanwhile, the driver moves to another split up location or to the UDC, where a driver is needed. After completing their deliveries, vans return to the same split up location and gather again in a platoon; a driver accesses the first vehicle, then the platoon returns to the UDC. A methodology to design the proposed transport system has been developed. The methodology comprises two routing algorithms to optimise: platoon routes from the UDC to split up locations; single van routes from split up locations to receivers and return; and a microsimulator to assess, heuristically, the number of vehicles needed to operate the system and the schedule of driver activities.

In this paper, the development of Motorways of the Sea (MoS) services offered at Italian ports from 2008 to 2015 is analyzed. In particular, a detailed research on MoS routes calling at Italian ports in the year 2015 is carried out; within MoS routes: ro-pax and only cargo ro-ro services are identified. MoS routes in the year 2015 are compared with those in the years 2008, 2010 and 2012. The study highlights two main aspects. First, the great majority of MoS routes in Italy are ro-pax ones: ro-ro routes are only 31% of the total, but ro-pax service frequencies are highly variable during the year, from high to low season. Second, due to the economic crisis, carriers are trying to operate services with high load factors and trying to find new markets: in fact, from 2008 to 2015, route frequencies have decreased, whereas the number of port calls in each route has increased. Finally, the capability of ro-ro and ro-pax routes of being competitive versus all-road transport has been analyzed. The analysis has shown that both ro-ro and ro-pax routes show relevant problems in terms of their competitiveness against all-road transport. Ro-pax routes are not reliable and ro-ro routes are not fast and frequent; thus, they both do not fulfill essential requirements for MoS services.

Mini-roundabouts belong to a specific class of the so-called modern roundabouts. As their name states, they have smaller geometric features than single lane standards roundabouts. Moreover, the inner central island of a mini roundabout is often surmountable or semi-surmountable by heavy vehicles engaged in left turning maneuvers. The field of application of the mini roundabouts is not very wide, usually it is restricted to the urban area. This is essentially due to their reduced geometric characteristics, and for this reason they are more effective where traffic flows have lower speeds and volumes. Nevertheless, mini roundabouts play an important role in traffic network design because the number of intersections is much higher in any urban area than in a rural one. From a general point of view, the advantages attained by a mini roundabout can be summarized in the road safety upgrade by lowering of vehicle speeds, the reduction of delays and queues, the road space general improvement and a better perception of intersection in the environment. Frequently, mini roundabouts might be applied to instances also well suited to be coped with single lane roundabouts, even if they differ from these last, both for lower construction costs, and lesser need of road surface. Therefore, a mini roundabout is better suitable and more efficient in an urban area, especially in a residential one, when some basic condition are matched: low traffic volumes and speeds, single lane converging roads, reduced intersection surface, few heavy vehicles, i.e. lorries and buses. The mini roundabout design must take into account the above requirements since planning operation through feasibility checks of basic warrants. High attention should also paid to requirements due to the limited tolerances imposed by geometry. Today, any designer has at his disposal and help the guidelines of many countries in the world report, in a more or less in-depth way, the design standards of the mini roundabouts. As always, it is clear that it is not enough to have good guidelines if you do not have the right knowledge to apply them. This document would aim to make an organic contribution to the knowledge improvement and practical planning and design of mini roundabouts.

In this paper, the potential hinterland of the new container terminal of the port of Leghorn (Livorno in Italian) is studied. The study actually analyses the competitiveness of major European ports with respect to some of the most contestable regions in Europe. Travel time and monetary costs of railway paths, connecting ports to their hinterland, have been determined. The rail network of a large part of Europe was modelled using a graph. To each link, which represents a portion of the rail line, a cost function is associated. The travel time on the link is determined from the average speed, which has been determined from the maximum speed via formulae obtained through linear regression. The few cost functions that exist in current literature for the computation of the cost of a rail link are not detailed enough. Therefore, a new cost function has been developed. All cost components were determined in detail: the staff cost, the amortisation, maintenance, and insurance costs of locomotives and wagons, the cost of the usage of rail track, the traction cost. The traction cost was calculated in detail from all resistances to motion. Moreover, for each rail link, the number of locomotives needed to operate the train and the maximum towable weight were determined. The monetary value of time in freight transport registers a high variability; therefore, three different optimisations of the paths—by travel times, monetary costs, and generalised costs—between each origin–destination pair were carried out. The rates of competitiveness of the ports with respect to the examined European contestable regions were analysed.

This paper describes some ITS solutions and rewarding policies to increase the use of sustainable transport means in urban areas. Firstly, existing policies are described, and the advantages of rewarding systems are presented. Afterwards, the ITS technologies application to monitor mobility modes is described. In this context, the paper presents the SaveMyBike prototypical project and its solutions. SaveMyBike is an anti-theft monitoring system, based on RFID technologies and made of three modules. The first module creates secure urban areas through installed alarms where owners can leave their bike safely. The second module uses fixed RFID gates to monitor journeys and detect stolen bikes. The third module uses portable RFID readers that, during the parking and street control, read in-bike tags, detecting: the stolen bikes, and origins/destinations of bicycle trips. The system is based on rewarding policies, to incentivize people to use their private bikes and public transport modes.

A model for dynamic assignment of loading bays for urban last-mile deliveries has been developed. It aims to solve the problem of defining the most optimal number and location of loading bays and their management for energy efficient urban freight deliveries. Optimisation is based on fuzzy k-means clustering of receivers to dynamically select the best possible loading bay in combination with a routing algorithm. The model is tested on the actual data of deliveries in the historical city centre of Lucca, Italy. The results of simulations have demonstrated a significant savings of time and distance travelled by freight vehicles, as well as of CO2 and fuel, in comparison to the existing situation.

The paper deals with a quantitative analysis on the competitiveness of intermodal transport, based on Motorways of the Sea (MoS), in comparison with all-road transport. This analysis is applied to MoS routes connecting the Italian mainland with Sicily. The study involves: a detailed intermodal network model which compares monetary costs and travel times from all relevant origins in the mainland to all relevant destinations in Sicily; and a survey carried out at some representative trucking firms operating to/from Sicily. The aim of the interviews has been: on one side to make a comparison between the theoretical and actual mode of transport and routes taken, and in case they are different, to understand the reasons of the discrepancy; on the other side to determine what are the main aspects taken into account by trucking companies in their modal choice, in order to understand how the competiveness of MoS against road transport can be improved. The results of the analysis show that the modal choice is affected by several elements: monetary costs and travel times; reliability of MoS routes; availability of MoS routes; MoS routes frequencies; but it resulted from the interviews that monetary costs and travel times are the most important factors considered by trucking companies in the modal and route choice. This study has also shown that an improvement of MoS routes on the Italian Adriatic side is necessary: actually, a strong reason for which in Italy MoS traffic is still a small percentage of road traffic is the low number of MoS routes currently in operation and their low frequency. This analysis could help decision makers, and maritime operators, to efficiently invest in the improvement of MoS routes. Moreover, this analysis, developed for an Italian case study, can be applied to other European and Mediterranean scenarios.

In this paper, the existing rules commonly used for port traffic comparison are described. These rules provide weighting factors for each freight category in order to make them comparable and exploitable for port ranking. These rules are based on the value added concept related to port activities. Two new rules are proposed. The first is again based on the value added concept. The second rule is based on the assumption that ports not only create labour directly, through activities related to port operations, but they also play the role of “gates” for the existing economic activities of a region or a country, as a consistent quota of the overall international trade takes place by sea. This rule is based on the relationship among the trend of traffic volume of each freight category and the trend of the national GDP. The rules existing in the literature and the proposed new rules have been applied in ranking Italian ports; the results are discussed. The sensitivity of the ranking of Italian ports, to the different weighting rules, has been analysed.

The general objective of the research is to increase the use of sustainable means of transport in urban areas, to improve air quality through good mobility practice rewarding or of mobility demand management systems (credit market mobility-tradable mobility credit) made by monitoring individual trips. After a first analysis of the existing mobility demand management systems, it is described the use of rewards/incentive as one of the possible solutions. The use of ITS to monitor all available mobility modes is analyzed and the lack of ITS to monitor daily bicycle mobility is underlined. Behind this problem, the paper presents the SaveMyBike project and its solutions.

This research is mainly focused on the aspect of the external costs of transport, by conducting a case study at the city of Rimini, a popular seaside resort at the Italian North-Adriatic coast. In particular, Rimini’s current urban traffic scenarios have been compared with an alternative mobility pattern based on a new PRT network, which would be intrinsically safe and environmental friendly. The results of the micro-simulations performed demonstrate that the energy-efficient and emission-free PRT vehicles can provide significant advantages in terms of external cost savings. Indeed, compared to the current situation, a reduction by 53% in primary energy consumption and by 69% in CO2 emissions could be obtained by implementing the proposed PRT network in Rimini.

This paper discusses the slow-convergence characteristics of the Frank-Wolfe algorithm in the solution of the traffic assignment problem in transportation networks. The principal modifications proposed to improve the rate of convergence of the original method are examined and a new modification to the Frank-Wolfe algorithm is presented. Convergence of the algorithm is proved and computational results are reported to demonstrate the validity of the proposed method.

Air transport is among the fastest growing industries and contributes greatly at the regional and national GDP growth by giving momentum at the local and national economy. The importance of air transport in the nowadays society lies in the modified behavioural patterns of travellers which can be summarized in longer range of destinations and increase pressure on travel time. The political changes in air transport market undergone in the USA dur-ing the eighties, followed in the nineties by the European Union, have made air transport even more appealing by large amount of price sensitive passen-ger. The increased concurrence within the market, stimulated by low fare car-riers, has been followed by the use of the frequency as a competitive tool by the incumbent, i.e. the flag carriers. Hence the whole process of deregulation and liberalization globally brought a wide increase in frequency of flights, an average decrease in fares and overall consumer benefit, but also a modifica-tion of the air transport externalities. Air transport as other transport modes impacts the environment at different spatial levels. The impact of air transport emissions at high quota and the use of non renewable resources are the key topics in the discussion on the impact of air transport over the climate change even is well established the small con-tribution of air transport in the production of CO2 in comparison with other transport modes and other human activities. In fact the International Panel on Climate Change IPCC estimates the contribution of aviation carbon di-oxides around the 2 percent. However aviation externalities over the local environment are an important issue which sometimes contributes to strain the relationship between airports and local communities. Aircraft noise has represented the main aviation ex-ternalities since the advent of the commercial jet-era in the sixties. Despite a decrease of around 20 dB in single noise events the problem of airport noise nuisance has slightly decreased due to the traffic growth, the growing envi-ronmental standards which reflects higher economic standards, and especially in Europe the urban sprawling. Most of the airports in use derive from mili-tary airfield once located far away form the city centres. The population growth and the consequent cities development made the cities stretch toward existing airfield making hence these airfield noise sensitive. The externalities of airports which impose costs at local level are not only represented by noise, but also aircraft emission, water pollution, waste dis-posal and vehicle congestion have an increasing weight over the decisions on expanding existing airports or building new ones. Not only noise represents a nuisance for communities located nearby air-ports but also a potential burden for airport growth due to the respect of acoustic limits over residential and industrial area. Airports such as Amster-dam and Dusseldorf had witnessed such policies through the imposition by Governments of an annual limit on the number of movements in order to limit the local communities’ nuisance. Other airports such as the London’s airports and other UK airports have quota count system for night time flights, which means that the maximum number of aircraft movements is limited to a quota and the number of flights depends on the noise characteristics of the aircrafts. Other forms of capacity limitations are based on restrictions on night time movements or restrictions over the noisiest aircraft. All of these techniques reduce the operative capacity of a given airport along with limitations which could stem from reaching the acoustical limits on the areas located near air-ports. Airport noise management is hence a key aspect for all the stakeholders and for managing airport growth.

La concezione dell’aeroporto come mera località destinata all’approdo e allo stazionamento degli aeromobili appare sempre di più limitativa alla luce del ruolo di crescente importanza che gli scali aeroportuali ricoprono all’interno del tessuto economico, produttivo e turistico di un’area (Doganis 2001, Graham 2003). La spinta propulsiva dovuta al processo di liberalizza-zione del trasporto aereo a livello comunitario ha infatti, da un lato, comportato un radicale mutamento nel processo gestionale delle strutture aeroportuali, mentre dall’altro ha determinato un fenomeno di ridistribuzione del traffico aereo che ha accresciuto l’importanza di molti scali minori e sotto utilizzati. L’aeroporto viene così a configurarsi come una realtà aziendale connotata da una molteplicità di processi e caratterizzata da una elevata complessità am-bientale atta a generare redditività nel lungo termine. Gli aeroporti pertanto rappresentano attività economiche vere e proprie che concentrano grandi vo-lumi di investimento e una forte domanda di beni e servizi sempre più soggetti alle logiche di mercato (Jarach, 2002). Parallelamente l’aeroporto rappresenta anche il punto di congiunzione fra il territorio, contraddistinto da esigenze di mobilità e nello stesso tempo di preservazione delle condizioni ambientali, e il sistema di trasporto aereo, contraddistinto dalle esigenze operative dei vettori e dalle esigenze di spostamento degli utenti. Agli innegabili effetti positivi che la presenza di un aeroporto determina in un territorio, sintetizzabili in un au-mento dell’accessibilità, in un aumento dell’occupazione e in una diminuzione dei costi di trasporto, si contrappongono una serie di esternalità negative a prevalente carattere locale, che condizionano fortemente il suddetto rapporto. Le esternalità che maggiormente condizionano lo sviluppo degli aeroporti sono quelle ambientali (B. Graham 1999, A. Graham 2003) il cui prevalente carattere locale può determinare una forte conflittualità fra gli aeroporti e le comunità che sorgono nei territori limitrofi ai sedimi aeroportuali. La principale di queste esternalità è certamente rappresentata dagli impatti acustici prodotti dalle operazioni degli aeromobili. Le problematiche ambientali tuttavia non solo rappresentano una fastidiosa esternalità che riduce il grado di benessere dei residenti nelle comunità localizzate in prossimità ai sedimi aeroportuali, ma è ampiamente riconosciuto come esse possono rappresentare un limite allo sviluppo del traffico aereo stesso (Upham et al. 2003, Goetz 2004) nel caso in cui non vengano ben gestite. Le potenziali limitazioni allo sviluppo del traffico dovute proprio alle problematiche acustiche rappresentano una forte criticità in ragione della mutata concezione delle strutture aeroportuali che sempre di più assumono il ruolo di attività economiche e aziendali operanti in un mercato concorrenziale. In particolare il forte aumento del traffico in molti scali secondari, come conseguenza del processo di liberalizzazione, se non adeguatamente gestito, può indurre un esacerbamento delle problematiche ambientali locali. Infatti, se in linea di principio la ridistribuzione del traffico rappresenta uno strumento per diminuire le esternalità dove esse risultano più concentrate, in realtà questo strumento risulta efficace soltanto qualora preveda l’allocazione di traffico ove ci sia una disponibilità maggiore di capacità ambientale. In molti aeroporti regionali, infatti, la mancata o tardiva pianificazione territoriale, solo in parte favorita dai limitati livelli di traffico, ha determinato una espansione dell’urbanizzazione che negli anni si è spinta fino in prossimità dei sedimi aeroportuali, comportando come conseguenza che una repentina crescita del traffico possa generare potenziali incompatibilità ambientali. L’influenza delle problematiche ambientali nell’operatività delle infrastrutture aeroportuali, accresciuta in importanza a causa del diverso ruolo ricoperto d...

Questa nota costituisce l’introduzione al libro dal titolo “Linee guida per la programmazione dello sviluppo degli aeroporti regionali” che riporta i risultati finali dell’attività di ricerca del progetto di rilevante Interesse Nazionale, dal titolo “Linee guida per la programmazione dello sviluppo degli aeroporti regionali italiani” che ha visto impegnati gruppi di ricerca dell’Università di Bologna, dell’Università di Roma “Tor Vergata”, dell’Università Mediterranea di Reggio Calabria, dell’Università di Salerno. Il prof . Lupi è stato coordinatore nazionale del progetto scientifico di ricerca. Nella nota vengono richiamate: la definizione di sistema di trasporto aereo, le modalità di modellazione della domanda e della offerta di trasporto aereo. Sono quindi, sinteticamente, riportate: la classificazione delle reti di trasporto aereo, in reti “hub-and-spoke” e reti “punto-punto”; la classificazione degli aeroporti seconda la Commissione Europea. Nella seconda parte della nota sono trattati i livelli di pianificazione che possono essere adottati nel trasporto aereo. Nel caso del sistema di trasporto aereo, come nel cado di altri sistemi di trasporto, si può distinguere un livello di pianificazione: strategico, tattico ed operativo. Nel libro, del quale questa nota costituisce l’introduzione, sono trattate solo la pianificazione strategica e tattica. Nella memoria sono riportati degli esempi, relativi al trasporto aereo, di pianificazione strategica e le principali caratteristiche delle modalità di modellizzazione della domanda e dell’offerta di trasporto aereo. E’ riportato uno schema generale della procedura per la pianificazione degli aeroporti regionali nel caso di pianificazione strategica: in esso vengono chiaramente messe in evidenza le diverse fasi che costituiscono la procedura, la loro successione e le loro relazioni. E’ quindi affrontato il caso della pianificazione tattica. Sono riportati esempi di pianificazione tattica relativamente al sistema di trasporto aereo. Sono messe in evidenza le differenze, nella modellizzazione della domanda e dell’offerta di trasporto, rispetto al caso di pianificazione strategica. Anche nel caso di pianificazione tattica è infine riportato uno schema generale della procedura di pianificazione adottata che mette in evidenza le diverse fasi della procedura, la loro successione e le loro principali relazioni.

Le performance di un sistema di trasporto aereo possono essere distinte secondo la tipologia in: performance operative, performance economiche e performance ambientali. Inoltre, considerando i differenti soggetti coinvolti nel processo di produzione, erogazione e consumo dei servizi di trasporto aereo, si possono distinguere i punti di vista: delle società di gestione aeroportuali; delle compagnie aeree; degli utenti; del Regulator. Dopo una breve descrizione delle misure di performance operative, economiche ambientali più comunemente utilizzate, nella nota è affrontato il problema della valutazione delle performance, dal punto di vista del Regulator attraverso un indice globale. Nella nota è messo in evidenza come dal processo di liberalizzazione in atto nel trasporto aereo, e dal conseguente processo di commercializzazione e privatizzazione dei servizi aeroportuali, scaturisca una sempre maggiore spinta verso la misure delle performance aeroportuali in particolare dal punto di vista del Regulator: esso infatti deve assolvere una serie di compiti, nell’interesse della collettività, che sono sinteticamente riportati nella nota. Un attenta ricerca nella letteratura tecnica internazionale ha messo in evidenza come negli ultimi anni la DEA (Data Envelopment Analysis), dopo essere stata utilizzata per la valutazioni di aziende erogatrici di servizi, come scuole, ospedali, università, stia riscuotendo un crescente successo per la misura delle performance globali degli aeroporti. La DEA è una tecnica di programmazione lineare, non parametrica e deterministica, che fornisce una misura scalare di produttività relativa per una serie di entità, dette “unità decisionali” (Decision Making Units, DMU): queste operano nello stesso campo di attività convertendo degli input, multipli, in output, multipli. Nella DEA un input è inteso semplicemente come una variabile del processo produttivo di cui si auspichi un valore basso, mentre un output è inteso come una variabile del processo produttivo di cui si auspichi un valore alto. I modelli, base, della DEA possono essere classificati: in modelli orientati all’input e in modelli orientati agli output; modelli a ritorni di scala costanti e modelli a ritorni di scala variabili. E’ quindi descritto il modello cosiddetto CCR (acronimo delle iniziali degli autori che per primi l’ hanno proposto). Sono dettagliatamente descritte le varia forme che può assumere questo modello. Successivamente è descritto il modello cosiddetto BCC (anche esso acronimo delle iniziali degli autori che per primi l’ hanno proposto): a differenza di quello CCR si tratta di un modello a ritorni di scala costanti. La implementazione di entrambi i modelli permette di determinare per ciascuna DMU: l’efficienza tecnica globale, l’efficienza puramente tecnica e l’efficienza di scala. In un paragrafo della memoria sono messi in evidenza i pregi e i difetti della DEA. Segue quindi una applicazione del metodo al caso degli aeroporti italiani. I risultati dell’applicazione del metodo permettono di stilare una classifica di efficienza degli aeroporti italiani in base all’efficienza tecnica globale (modello CCR) e all’efficienza puramente tecnica (modello BCC). La determinazione dell’efficienza di scala, inoltre, ha messo in evidenza che molti aeroporti italiani sono inefficienti anche a causa del fatto che la scala delle loro operazioni non è sufficientemente grande.