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Ski resorts are becoming perfect demonstrations for the integration of renewable sources. Moreover, the ever-growing global fleet of electric cars (EV) and the increase of battery capacities allow the vehicles to be used for purposes other than driving. This paper aims to study the implementation of a vehicle-to-grid (V2G) application and the development of an MPC-based energy management system (EMS) within a ski resort in the Trentino-Alto Adige Italian region. Using real data for load and production power estimation, the study analyses the economic and environmental impact in three different scenarios by considering the resort’s future trends. The results show that photovoltaic power generation has a significant impact on both cost and environmental aspects, leading to a reduction in total expenditure and CO2 of about 7%. However, assuming an increasing number of charging stations, the exploitation of V2G technology for energy arbitrage does not lead to significant total cost and CO2 reductions (~2%) for the future scenarios. Conversely, self-consumption improves (~100%) using different charging strategies. Despite this, a sensitivity analysis on PV production and a joint increase in EVs and energy price gap leads to a significant reduction in total costs of up to 7.7% and 15.2%, respectively.

The paper has two main goals: to draw a summary picture of the progress made towards transport decarbonisation in Europe, and to identify future developments concerning the 2020–2030 decade. The analysis is based on the 4th and 5th reports prepared by the Member States under the obligation Renewable Energy Directive (2009/28/EC) and on the National Energy and Climate Plans (NECPs) for the 2020–2030 decade, paying specific attention to the use of renewables in the transport sector. We find that the Member States rely on two strategies: increasing the production and use of biofuels, especially those produced by advanced materials, and supporting the diffusion of electric vehicles. Performing a scenario analysis capturing the planned policies and goals indicated in the NECPs, we estimate that the biofuel strategy can deliver a GHG reduction of up to 19 MtCO2eq (−3.6%), while the electrification strategy can deliver a GHG reduction up to 45 MtCO2eq (−8.3%). Jointly used, the GHG reduction could reach up to 64 MtCO2eq (−11.9%).

The COVID-19 pandemic disrupted travel patterns, use of space and modal choice. Cities took actions in a way they did not before, trying to accommodate economic and travel needs with the goal of reducing the spreading of the virus. Active travel (AT) played an important role in accommodating travel needs and in increasing the resilience and environmental friendliness of the urban transport system. As cities gradually return to their normal life, transport planners must decide which role to assign to AT in future urban plans. In particular, whether to confirm the temporary policies incentivising AT enacted to counteract the reduction in the use of public transport or to return to the previous road space allocation that dedicated considerable urban space to motorised vehicular traffic. After reviewing the empirical evidence on the AT evolution during the various pandemic phases and illustrating the main policies planned and implemented at city level in many countries, this chapter summarises the lessons learnt, derives some policy suggestions, and identifies future research needs.

This paper discusses a policy enacted in 2016 by the city of Florence mandating the use of electric vehicles for the taxi service. We interviewed the taxi license owners (carriers), their co-operatives and the city administrators to evaluate the policy implementation, its acceptability and the cost-competitiveness of electric taxis (e-taxis) with respect to their hybrid and diesel alternatives. Using the data collected during the interviews, we estimated the total cost of ownership (TCO) of e-taxis and their conventional counterparts for the models comprising the Florence taxi fleet. We find that e-taxis already represent a valid alternative to the conventional ones not only from an environmental point of view but also from a private economic one. In particular, when the Florence-specific discounted purchase prices are considered and the base case scenario applies, e-taxis are the cheapest choice in terms of TCO and no financial incentives are needed. When the manufacturer suggested retail prices are considered, e-taxis are slightly less cost-competitive than hybrid taxis but more cost-competitive than the diesel ones. Sensitivity analyses are performed to evaluate the impact of the annual distance travelled, Ecobonus purchase subsidy, net revenue loss, annual percentage rate charged to finance the taxi acquisition and insurance premium.

The paper illustrates a stated choice experiment aimed at understanding the main factors influencing the choice between electric and petrol scooters in Italy. A discrete choice modelling framework is used to assess the role played by the scooter's technical and financial attributes, and the respondents' socio-demographic variables. We performed a stated choice experiment with 518 respondents living in various Italian cities including Rome and Milan, where an electric scooter sharing service is active. We find that purchase price, fuel economy, annual cost of circulation tax and insurance premium, driving range, engine power, manufacturer's country and removable battery are consistently statistically significant across the different specifications. The electric scooter, however, is still characterized by a negative alternative specific constant, signaling a ceteris paribus negative perception relative to the conventional one. Although the national and local governments have undertaken actions to support electric scooters' uptake, the current consumers' preferences indicate that in Italy several non-monetary factors and a still inadequate supply limit the chances that electric scooters will extend significantly their market share.

The paper investigates the cost competitiveness of electric light commercial vehicles (eLCVs) with respect to their petrol and diesel counterparts. We develop a detailed total cost of ownership (TCO) model incorporating all relevant costs with special attention to account for variations in engine efficiency between urban and sub-urban trips and by seasons of the year. The model generates two metrics: the threshold purchase price and the threshold annual distance travelled, which are used to compare among propulsion systems and to perform policy scenarios. The model is applied to a large selection of LCVs models available in Europe as of June 2019. We find that eLCVs have on average a higher TCO/km than their conventional counterparts. Yet, the existing offer of eLCVs is differentiated and some eLCV models are cost competitive. We find that four eLCV models belonging to the city and panel segments are convenient relative to their diesel counterparts for daily distances travelled lower than 93 km. Nonetheless, with financial and regulatory incentives, 100% urban driving, and 100% home/depot charging, most of the existing city and panel eLCV models are cost competitive with respect to both their diesel and petrol counterparts.

Infrastructural Project Finance is used for self-contained projects, having a finite life, with high debt to equity ratio, and no or limited guarantees provided by the investors. Project Finance provides a large set of benefits both to investors and third parties. It involves, however, also risks. International cases of transport project financing are presented and reviewed in this chapter.

The paper analyses carsharing (CS) use by college students in the Italian cities of Rome and Milan. We use an adapted stated preference approach to study CS preferences by collecting information on the individual mobility patterns and by distinguishing between commuting and non-commuting trips. We develop six hypothetical scenarios to explore how mobility decision would change when varying the characteristics of the current CS supply. We estimate a random parameter discrete choice model to evaluate CS preferences and simulated CS demand. The main finding is that college students use CS on an occasional basis and vary rarely their habitual transport choice. The students prefer the free-floating CS type over the station-based or roundtrip one. Lower fares and a higher CS supply of preferably electric cars would increase the number of CS student users from the current 2% to up to 10–15%. CS substitutes mainly the private car and, to a lesser extent, public transport.

The recent strong growth of carsharing (CS) has taken place worldwide mainly in the large cities. We discuss whether there is a potential role for CS in medium to small-sized towns and in less-densely populated rural areas. In large cities CS is provided by large profit oriented firms, capable of offering efficient and flexible services, using the most advanced technologies with highly differentiated and customized prices. In lower density areas and small-to-medium size cities the challenges are much greater. The lower demand resulting from a complex of unfavorable factors (higher car ownership level, larger parking availability, low public transport service, fewer or absent taxi service and so on) requires a different business model for the provision of CS: more socially oriented, with a greater involvement of local municipalities and public transport operators to offer a service, most likely at favorable prices. The paper reports the results drawn from a survey on the potential demand for CS conducted in the Friuli Venezia Giulia region, Italy, a region characterized by small-sized towns and less-densely populated rural areas where CS is not currently offered. It is found that there is a not negligible demand (3.7% of the population holding a driving license) and that the likely users would be the ones that are better informed about CS, environmentally conscious and young. They would be more frequent among students or unemployed people, rather than among professionals, as in the more urban environments. It is also found that CS would mostly be used for non-commuting and longer trips.

Lo sviluppo economico aumenta la domanda di trasporto e, conseguentemente, la domanda di veicoli e di energia, fino ad ora soddisfatta quasi esclusivamente dai combustibili di origine fossile. Considerato che la popolazione mondiale è in aumento e che ampie zone del mondo hanno finora goduto di un accesso limitato alle infrastrutture ed ai veicoli, è naturale attendersi un aumento della domanda di trasporto ed un conseguente aumento della domanda di energia e delle emissioni di CO2. La sfida del contenimento delle emissioni di CO2 o addirittura della loro riduzione verso una progressiva decarbonizzazione, per quanto cruciale per mantenere il livello di aumento della temperatura, è quindi molto difficile da vincere. Il contributo si interroga su quali politiche possano efficacemente ed efficientemente contribuire ad avvicinare l’obiettivo non facile della decarbonizzazione dato che le politiche finora intraprese non hanno ridotto in modo significativo l’uso di mezzi di trasporto basati sui motori a combustione interna. Economic development increases transport demand and, consequently, the demand for vehicles and energy, which up to now has been met almost exclusively by fossil fuels. Since the world's population is growing and large areas of the world have currently enjoyed limited motorized mobility, it is obvious to anticipate an increase in transport demand, energy demand and CO2 emissions. The challenge of limiting CO2 emissions or even of reducing them, although crucial for curbing the increase of the average world temperatures, is therefore very difficult to meet. This contribution discusses which policies could effectively and efficiently help meeting the difficult goal of decarbonising transport, given that the policies currently undertaken have not significantly reduced the use of fossil fuel based transport vehicles.

As electric vehicles gain acceptance, an increasing number of households consider the possibility of buying the bundle including an electric car, a photovoltaic system, and a battery storage unit. Apart from the attractive environmental benefits, a relevant uncertainty concerns the economic convenience of such a choice. Since many variables play a role, we set up a total cost of ownership model to evaluate whether, and under which conditions, the bundle is cost-competitive relative to buying an electric car only (and charging it from the electrical grid) or a conventional combustion engine car. By combining, for the first time, such an economic model with an energy model and a driving profile model, we find that the degree of electricity self-production used to charge the electric car might be very high, varying from 90% to 62%, depending on the annual distance traveled. The cost of such electricity varies widely and can be lower than the grid electricity price when fiscal incentives are available and for long annual distances traveled. A smart charging practice based on both economic factors and weather forecast can greatly enhance self-sufficiency, i.e., independence from the electrical grid. We estimate that, given the current Italian financial incentives, 10,000 km/year are needed to make the electric car cost-competitive with respect to an equivalent petrol-fueled one. Such threshold increases to more than 25,000 km/year if financial incentives are removed.

So far, Italy has shown a much lower electric vehicle (EV) adoption rate than other European countries. In an effort to understand the motivations for the limited but growing EV uptake, this paper focuses on Italian drivers’ preferences resulting from a stated preference survey carried out in October-December 2018. This paper complements the international literature and updates previous Italian surveys administered by the authors in the past years (Valeri and Danielis, 2015; Giansoldati et al., 2018). The econometric analysis of the stated choices confirms that the vehicle attributes such as purchase price, fuel economy, and driving range play a very relevant role. The time spent to charge the vehicle affects negatively the respondents’ utility, while the fast charging network density is not yet perceived as significant or carries a counter-intuitive sign. On the contrary, the possibility to park EVs for free, even for a limited time, in the city central areas is positively valued by the respondents. Comparing our estimates with previous Italian studies, in particular with Giansoldati et al. (2018) who uses a similar questionnaire but on an earlier and more limited sample, there are hints of a change in the perception of the Italian drivers towards EVs. A noticeable difference is the value of the EV alternative specific constant. Giansoldati et al. (2018) find a negative value while this study finds a positive one. A second finding is that the willingness to pay for an additional driving range kilometre is lower than that previously found, indicating that Italian drivers are becoming more confident on EV driving range. Scenario analysis indicates that in Italy financial incentives would have a larger impact on the probability of buying an EV than technological improvements.

The paper quantifies the importance for cost competitiveness of fully electric cars (BEVs) of three determinants of the total cost of ownership (TCO): the annual distance travelled (ADT), the percentage of urban trips, and the availability of a private parking space. The estimates are performed with reference to the Italian car market. We find that charging at home increases the break-even BEV manufacturer's suggested retail price (MSRP) relative to other propulsion systems by €2866-11,466, depending on the ADT. Driving in urban areas increases the break-even BEV MSRP by €910-10,314, depending on the ADT and on the referenced propulsion system. Taking into account the share of Italian drivers who own a garage and drive in urban areas, we find the cheapest BEVs are cost competitive without a subsidy with respect to the HEVs for 11.8% of the Italian drivers, but not with respect to the diesel and petrol cars, unless extremely high annual distances are driven. With the purchase subsidy recently introduced by the Italian government, the cheapest BEVs become competitive also with respect to the diesel cars, but not relative to the petrol cars, unless more than 12,500 km are annually driven.

We present the results of a stated preference study undertaken in Italy in 2017 on individuals’ preferences between an electric car (EC) and a petrol car, with the purpose of assessing the impact of the latent variable EC knowledge on purchasing decisions. We estimate a multinomial, a mixed and two hybrid mixed logit models, with the interaction between EC knowledge, car attributes and additional exogenous covariates. We use three measurement equations to estimate the self-assessed car knowledge, assessed EC knowledge and EC driving experience. We report three main findings. First, the inclusion of EC knowledge improves our capability to explain car choice. Second, the degree of EC knowledge does not change the negative perception respondents have, ceteris paribus, on ECs. Third, the level of EC knowledge influences the importance placed on the attributes of the choice model. Specifically, a higher level of EC knowledge is associated with a lower concern with fast charging station density. Our results are useful for car manufacturers who wish to improve their marketing strategies through tailored advertising efforts, and for policy makers who wish to implement educational campaigns as a means to foster EC uptake.

We perform a meta-analysis of the studies that evaluate the importance attributed by the consumers to the driving range of the Battery Electric Vehicles (BEVs). The paper updates and extends the paper by Dimitropoulos et al. (2013), including primary studies up to the year 2018. It tests whether the conclusions drawn by Dimitropoulos et al. (2013) still hold true given the many changes that occurred in the last years concerning BEVS’ uptake in the market, growing consumers’ direct and indirect experience with electric cars, vehicles’ increased range, and growing diffusion of the charging infrastructure. We carried out two analyses : a) the estimation of the summary effect size of the driving range utility coefficient, and b) a meta-regression of the willingness-to-pay for a 1-km increase in the BEVs’ driving range. The main findings are that : a) the importance attributed to the BEVs’ range by the consumers has not decreased ; b) there is a very large dispersion of the estimates around the mean values, implying that there is a large heterogeneity due to differences in respondents’ needs, vehicle segments and modelling techniques. The meta-regression allowed us to further explore and test statistically these conclusions.

The transport mode used to reach a train station is an important determinant of the urban traffic and rail transport attractiveness. In this paper, we have investigated train-feeder mode choice on the basis of 185 interviews with Italian train users living in cities of different size. We analyzed their current choice and their stated choices under hypothetical scenarios using various discrete choice model specifications. Their current train-feeder mode choice is mainly car-based: 63.2% of the respondents use the car, as either drivers or passengers. The active modes cycling and walking are chosen by 18.4% and 9.7% of the respondents, respectively; the remaining using either the bus or the scooter. Our estimates confirm that travel time and travel cost play a relevant role with two covariates, commuter and gender, explaining the large heterogeneity of the active mobility travel time variable. However, the performed scenario analysis suggests that, in many instances, it is extremely difficult to alter the existing train-feeder mode choice in favor of the active modes and that promoting active mobility in Italy requires a coordinated effort at many levels, including territorial planning, infrastructural investment and traffic regulations.

The aim of this paper is to estimate whether there exists a total cost of ownership (TCO) gap between electric and petrol cars and what are its main determinants. The paper applies a deterministic and probabilistic model to compare three of the best-selling electric cars in Italy relative to their petrol equivalents : the Nissan Leaf, the Smart ED and the Renault Zoe, relative to the Nissan Pulsar, Smart Forfour and Renault Clio. Adopting a persona-based approach, four stylized Personae are described, differing in terms of place of residence, the percentage of urban trips, garage availability and annual kilometres travelled. In order to gain an idea of how large is the section of the Italian population that would find electric cars TCO competitive, we use data on 657 drivers’ characteristics residing in the Friuli Venezia Giulia region. We find that with the current purchase subsidy the Nissan Leaf is TCO competitive relative to the Nissan pulsar for 84% of the drivers, the Smart Electric relative to the petrol Smart for 58% of the drivers and the Renault Zoe relative to the Renault Clio only for 3% of the drivers.

Commuting is the single largest impact a University has on the environment and represents a noticeable share of urban traffic, when the University is located within a city. There is a large amount of literature on which policies could reduce car use and improve the environmental and social sustainability of commuting to college. However, most studies focus, to the best of our knowledge, only on the effectiveness of such policies, disregarding their social efficiency, measured as the difference between the social costs and benefits. This paper presents an estimate of the effectiveness and the efficiency of nine hypothetical transport policies regarding the University of Trieste, Italy, on the basis of a transport demand model estimated via revealed and stated choice data. All policies but one are effective in reducing car use, but only six of them appear to be efficient. We find that fully subsidizing bus fares would be the most effective and efficient policy. However, it is doubtful whether fully subsidizing bus fares is financially sustainable. The second best policy would be a mix of bus subsidies and parking restrictions. In case of the University of Trieste, our model suggests the adoption of a policy mix based on a relatively low hourly parking tariff (€0.3 per hour) and the use of the parking revenues to subsidize the bus users. The methodology and the results presented in this paper can be used by the college Mobility Managers to design better transport policies.

This paper estimates the total cost of ownership, social lifecycle cost and energy consumption of 66 cars with different fuel/powertrains available in Italy in 2013. The aim is to provide the various private and public decision makers with information that could allow them to better understand the current market penetration of the various automotive technologies and to predict the future one. It is found that the car operated by conventional fuels (gasoline, diesel) is currently the least expensive as far as the total costs of ownership are concerned. The bi-fuel lique fi ed petroleum gas (LPG) and the bi-fuel compressed natural gas (CNG) internal combustion engine vehicles are in the same price range. Both the battery electric vehicles (BEVs) and, especially, the hybrid ICEVs are more expensive. On the contrary, the social lifecycle costs of the BEVs are the lowest, thanks not only to their zero air pollutants' emissions in the use phase but also to their reduced noise emissions. The amount of the social costs relative to the total cost of ownership, estimated using recent European parameters, represents at the most 6% of the total cost. Consequently, even if the external costs were internalized, the alternative fuel vehicles would not become convenient for the fi nal consumer from a monetary point of view. Considering the energy consumption, with the 2011 Italian energy production mix, the BEVs and the diesel hybrid are the most energy ef fi cient cars. Focusing on 7 speci fi c models, and simulating realistic scenarios, it is found that the relative ranking of the BEVs in terms of total costs improves moderately when the traveled distance increases, subsidies are introduced and battery price drops. However, the BEVs become convenient only when the annual distance traveled is at least 20,000 km, a value much higher than the current Italian average and posing serious issues in terms of vehicles' range. Only a joint reduction of the battery price to V 240/kWh from initial estimated cost of V 412/kWh and the introduction of a subsidy would make the BEVs competitive with the current average Italian annual distance traveled.

In order to evaluate the current and future prospects of electric cars’ in Italy, we develop a probabilistic total cost of ownership (TCO) model, which includes stochastic and non-stochastic variables, vehicle usage and contextual assumptions. We find that electric cars are currently not cost-competitive in Italy with the conventional petrol or diesel cars. However, they are cost-competitive with the hybrid electric cars when more than 10,000 km are annually traveled. With incentivizing policies (a €5,000 subsidy and a €400 parking and access fee annual savings), currently in place in a limited number of Italian Regions and cities, electric cars perform in monetary terms better than hybrid electric cars and some diesel cars, especially if they are charged at home. However, electric cars are expected to gain market share in the year 2025 if fuel prices follow past trends, even without subsidies. The driving force could be a drop in their retail price, thanks to declining battery pack costs, and a possible revision of the taxes on diesel.

The contribution of this paper consists in applying several techniques to estimate a composite indicator of sustainable urban mobility for 116 Italian provincial towns, as proposed by Luzzati and Gucciardi (2015). The aim is to provide the decision-maker with a richer set of information on sustainable mobility, making explicit the impact of the techniques used on the values obtained. A set of 16 indicators with a nested structure has been selected and 33 combinations of normalization, weighting, and aggregation techniques are applied. The results are presented by city, by city groupings (size and location), and focusing on the ten largest Italian cities. It is found that small cities perform better in terms of sustainable mobility than medium or large cities. As expected, in some cases (e.g., Milan) the intervals of the results obtained are quite large, indicating that the techniques used to normalize, weight, and aggregate the indicators highly affect the performance indexes. In other cases (e.g., Rome) the results are stable across methodologies.

The paper reports the results of a stated preference study, carried out in Italy in 2017, on consumers' preferences between an electric car (EC) and a petrol car. The focus is on the role of driving range. We find that the linear specification leads to lower willingness to pay (WTP) estimate for the driving range than the logarithmic, quadratic and EC-specific ones. The estimation of a mixed logit model leads to a coefficient of the EC-specific range attribute six times larger than the coefficient of the non-EC one. The jointly statistically significant covariates explaining the heterogeneity of the coefficient of the EC-specific driving range attribute are gender, number of cars owned by the family, and knowledge of cars. The implied WTP varies from 37 to 106 €/km, depending on the socio-economic characteristics of the respondent. Simulative analysis shows that very relevant increases in the probability of buying an electric car (ranging from 28% to 68%) over a petrol one require jointly improvements in the fast charging network, driving range and financial incentives.

Battery Electric vehicles (BEVs) are generally considered as potentially contributing to the reduction of CO2 emissions. Consequently, many countries have promoted (or are in the process of promoting) policies aimed at directly or indirectly subsidizing BEVs to accelerate their market uptake. The aim of this paper is to assess whether BEVs’ subsidies are justified (and by what amount) with reference to the carbon component, distinguishing by car segments and countries. To address these research questions, a simulation model is developed, based on the most recent and reliable data available. The model estimates and monetizes the Well-to-Wheel CO2 emissions of six car segments in 28 European countries. The monetary value of the difference of the CO2 emissions between the non-BEVs and the BEVs ranges from −€1133 (tax) to +€3192 (subsidy), depending on the car segment and on the nation considered. These results are then compared to the policies about alternative fuels adopted by the single EU countries, suggesting in some cases the necessity to rethink such incentives.

Il carsharing (CS) si sta diffondendo sempre più in molte città del mondo. Ha una larga e crescente diffusione in termini di utenti; utilizza molteplici modelli di business; è organizzato con tecniche diverse e utilizza sempre più automobili elettriche invece delle tradizionali automobile a benzina. Restano però ancora aperti alcuni importanti interrogativi tra cui la caratterizzazione del profilo degli utenti che effettivamente beneficiano del CS. Lo studio mira a contribuire alla letteratura sull’uso e sul ruolo del CS in Italia scegliendo di indagare le scelte di trasporto degli studenti universitari. L’indagine, che ha coinvolto 277 studenti frequentanti il Politecnico di Milano, ha evidenziato come il 20% abbia usato, anche occasionalmente, il CS, ma sono molto meno numerosi coloro che lo usano in modo sistematico. La riduzione delle tariffe attuali e l’uso dei veicoli elettrici potrebbe aumentare significativamente la quota degli studenti che utilizzano il CS riducendo principalmente la quota modale dei mezzi privati.

The article illustrates the results of a research project aimed at identifying the main economic and industrial characteristics of the port system of the Friuli Venezia Giulia (FVG) Region, Italy, and the role it plays within the economy. Combining a top-down and bottom-up approach, based on interviews and detailed data at firm level, a bi-regional input-output (I-O) table is built with a special disaggregation of the 12 port-related sectors of the FVG region. The I-O table provides the basis for the estimation of a bi-regional I-O model. Drawing from the I-O literature, the article also implements two methodologies to estimate: (a) the level of self-sufficiency of the port system and (b) its degree of substitutability, that is, what would happen if the FVG port system closes down, completely or partially.

Italian university students often attend a university located in a nearby city, and choose between commuting from their home town and living in the city where the university is located. The aim of this paper is to identify the factors that influence this choice. A conceptual framework is developed and an empirical investigation is performed analysing as driving factors the distance between home town and university town, rental costs, travel time, weekly frequency of attendance, course year in which the student is enrolled, student’s age and family income. According to the results obtained the critical isochrone varies from 65 to 75 km, and the monetary value of one hour of travel time is 13 euros. Finally, the impact of the policies currently implemented by the University of Trieste is analysed. Gli studenti universitari italiani tendono ad iscriversi presso universita situate in prossimita della propria citta di residenza, dovendo scegliere tra pendolarismo o domiciliazione nella citta sede dell’universita. L’obiettivo di questo lavoro e identificare i fattori che influenzano tale scelta. E stato sviluppato un modello teorico di riferimento e un’indagine empirica basata su un sondaggio tra gli studenti iscritti all’Universita di Trieste. Risultano molto rilevanti, la distanza tra la citta di residenza e la citta universitaria, le spese di affitto, il tempo di viaggio, la frequenza, l’anno di corso, l’eta e il reddito familiare. Dall’analisi dei dati risulta che l’isocrona critica varia dai 65 ai 75 km e che il valore monetario di un’ora di viaggio e di circa 13 euro. In base ai risultati, vengono analizzate le politiche attualmente implementate dall’Universita di Trieste.

Il lavoro presenta una metodologia per stimare la domanda potenziale di carsharing degli studenti universitari. La metodologia si basa su tre indagini: un questionario cartaceo; una dettagliata computer-assisted personal interview, e un’intervista basata sul metodo della valutazioni contingenti. I dati raccolti sono stati utilizzati per stimare un modello di costo generalizzato in differenti scenari alternativi, con e senza carsharing. La tecnica di simulazione Monte Carlo e stata utilizzata per stimare la probabilita di utilizzo del servizio di carsharing. La metodologia e stata testata analizzando gli studenti iscritti all’Universita di Trieste. Il risultato principale, considerate le assunzioni effettuate, evidenzia che il 32 % degli studenti intervistati potrebbe trarre beneficio in termini di costo generalizzato derivante dall’utilizzo del carsharing se il mezzo di trasporto privato fosse non disponibile. Il modello e stato anche utilizzato per effettuare analisi di scenario.

This paper reports the results of an adaptive conjoint analysis (ACA) experiment performed in two Italian regions that estimates logistics managers’ preferences for freight service attributes. Two sets of estimates have been obtained: (a) the utilities associated to each attribute level for each experiment, and (b) the attribute utility via an ordered probit model. Both estimates indicate, on average, a strong preference for attributes of quality (time, reliability, and safety) as opposed to cost.

This paper evaluates the market penetration of cars with alternative fuelpowertrain technologies in Italy under various scenarios. Seven cars on sale in 2013 are considered: the Ford Fiesta (diesel), the VW Polo (gasoline), the Fiat Punto Evo (bi-fuel – CNG), the Natural Power Alfa Romeo Mito (bi-fuel – LPG), the Toyota Yaris (hybrid – gasoline), the Peugeot iOn (BEV – owned battery), the Renault Zoe (BEV – leased battery). A Mixed Error Component Logit model is estimated based on data collected via a stated preference choice survey administered in 2013 in various Italian cities. The model's parameters are then used to build a Monte Carlo simulation model which allows evaluating, under different scenarios, the market penetration of the seven cars. The main findings are that (a) the subsidies enacted by the Italian government in favour of the low CO2 emitting cars appear to favour mostly the Ford Fiesta (diesel); (b) a three-fold increase in the BEVs range would not change their market share significantly (about 2%); and (c) only a combination of changes such as the introduction of a subsidy equal to €5000, the decrease of the purchase price for BEVs by €5000, the increase in the battery range, and the increase in the conventional fuel price would significantly increase the BEVs' market share, raising it to about 15%.

The paper presents a methodology to estimate the potential demand for carsharing from university students. The methodology is based on two surveys: a paper-and-pencil questionnaire and a detailed computer-assisted interview. The data collected are used to operationalize a model that estimates the generalized cost under alternative scenarios, with and without carsharing. A Monte Carlo simulation procedure is used to estimate the probability that a person would use carsharing. The methodology has been tested with the students enrolled at the University of Trieste. The main finding is that, under the prevailing conditions, 32% of the sample students would benefit in terms of generalised cost from the use of carsharing if private car was unavailable. The model is also used to perform scenario analysis.

The paper examines the efficiency of different road pricing regimes in reducing the total costs of travel when a competing railroad service is available. Extending the two-mode model developed by Tabuchi [J. Urban Economics 34 (1993) 414–431], we show that when the railroad fare is set equal to average cost the difference in efficiency among the fine-toll and the uniform-toll regimes is reduced or possibly reversed. The extent of the reversal or reduction depends on the amount of fixed railroad costs.

In this paper we provide an estimate of air pollution costs in Italy. Specifically we are concerned with the cost of increased premature mortality from exposure to total suspended particulates (TSP). First we estimate the number of people who would die if exposed to a given annual TSP concentration level. Then the total number of deaths is multiplied by the statistical value of life to obtain the overall monetary cost. Next, using the CORINAIR emission estimates, we calculate the cost of PM 10 emissions (a component of TSP) in urban areas according to the size of the city, the vehicle type and per vehicle-km.

Universities, like other types of public and private institutions, when located in a city, have both positive and negative impacts on the area where they are situated. On the one hand, they contribute to the prestige of the area; on the other hand, they are large generators/attractors of traffic. The ability to successfully balance the pros and cons of the urban location of these large traffic-generating institutions is crucial for their success and for the livability of the city. In this paper this issue has been analyzed selecting as a representative case the University of Trieste. The aim of the research is to understand: (a) how mode choice decisions are made by the teaching and administrative staff and by the students at the various locations where academic activities take place, and (b) how they would be affected by 8 different transport management policies. It is found that changing the parking regulations (via the annual permit cost, the hourly parking fee, the number of parking spaces and the location of the parking lots) greatly influences mode choice in favor of bus use, especially for teaching and administrative staff and in the suburban locations. The students would be impacted by such changes only if an hourly parking tariff is introduced. The alternative approach of fully subsidizing the bus services would also have a large impact on bus ridership, affecting the mode choice in particular of the teaching staff and in the main university suburban sites. Since the implementation of these bus-favoring policies could face the opposition either of the university staff or of the bus company, two more balanced policy mixes were tested: the first one, increasing parking price and imposing new parking restrictions, would increase bus ridership by 19%; the second one, reducing both bus and parking subsidies, would increase bus ridership by 13%.

The chapter moves from the belief that adopting a supply chain approach is crucial to understand how urban freight distribution works and what will be the impact of the various potential urban transport policies on supply chain performance. According to a recent strand of the literature, the chapter aims at (a) characterizing the urban supply chains; (b) discussing how a urban supply chain can be modelled, which role do actors play and how the coordination issue can be handled; (c) showing how transport decisions, in particular whether to use own-account or third-party transport operators, are dealt within each urban supply chain and by each actor; and analysing how urban supply chains are affected by the many proposed freight transport policies. Although much progress has been made in the field, both with regard to modelling and empirical analysis, it is concluded that important progress needs to be made with regard to both the ex-ante and the ex-post evaluation of the private and social efficiency of the different urban supply chains and on how they are impacted by local authorities’ transport policies.

The paper estimates and analyses the change in energy use and energy intensity in passenger and freight transport in Italy over the period 1975–1991. The estimate is carried out at a modal level. It is found that the dynamics that have taken place in passenger and freight transport are quite similar. The enormous increase in energy use is due mainly to the increase in transport volumes and to the shift towards more energy intensive modes. By contrast, aggregate and modal energy intensities have decreased. In passenger transport the main efficiency gains took place in the most energy intensive modes. This does not hold true for freight transport.

Although the value of travel time (VTT) is extensively used in transport economics in order to conduct cost–benefit analysis and there have been numerous studies estimating this information for different countries, transport modes and type of users, there are very few estimates for the university students commuting from their hometown to the university-town. This article presents a VTT estimate for the students enrolled at the University of Trieste (Italy) based on sequential approach which: (1) collects revealed preference data in order to estimate a preliminary VTT; (2) generates C-efficient Bayesian designs pivoted around the characteristics of homogenous segments of the population and (3) administers an integrated revealed and stated preference questionnaire to a selected sample. The estimate obtained on the basis of the combined revealed and stated preference data ranges from 2.8 to 1.4e/h is significantly lower than the estimates obtained on the bases of the revealed preference data only, which ranges from 18 to 13e/h, and differs from the VTT for commuting to work reported in the literature by a factor of about 6.

The paper illustrates the results of a research project aimed at identifying the main economic and industrial characteristics of the port system of the Friuli Venezia Giulia Region, Italy, and the role it plays within the economy. Combing a top-down and bottom-up approach, based on interviews and detailed data at firm level, a bi-regional input-output table is built with a special disaggregation of the 12 port-related sectors of the Friuli Venezia Giulia region. The input-output table provides the basis for the estimation of a bi-regional input-output model. Drawing from the input-output literature, the paper also implements two methodologies to estimate: a) the level of self-sufficiency of the port system and b) its degree of substitutability, that is, what would happen if the Friuli Venezia Giulia port system closes down, completely or partially.

L’articolo offre una valutazione del modello di road pricing Ecopass per gli anni 2008, 2009 e 2010. Nello stesso termine Ecopass e riassunto l’obiettivo politico dichiarato del modello: un pass per migliorare la qualita dell’ambiente urbano (eco). Il modello ha effettivamente migliorato la qualita dell’aria a Milano, sebbene la soglia di PM10 fissata e stata superata ancora una volta per un numero di giorni piu alto di quello fissato dalle direttive UE. Questo articolo stima i costi e i benefici del modello tre anni dopo la sua implementazione usando la stessa metodologia applicata in Rotaris et al. (2010) per l’anno 2008. I risultati indicano che i benefici sono ancora maggiori dei costi e di un valore maggiore, sebbene il tasso annuale di miglioramento sia decrescente. Il modello Ecopass ha migliorato i benefici ma sembra avere esaurito il suo potenziale: ulteriori ridotti miglioramenti nella qualita dell’aria potrebbero essere generati attraverso incentivi fiscali per miglirorare la tecnologia di abbattimento delle emissioni dei veicoli. La nuova amministrazione eletta nel 2011 ha dovuto fronteggiare la decisione di dismettere, mantenere o cambiare il modello Ecopass. L’idea prevalente emersa nella Commissione Ecopass e dai gruppi di sostegno era di estendere sia l’area di applicazione sia il numero di classi soggette alla tariffa. Nel novembre 2011 la nuova Amministrazione ha deciso di sostituire Ecopass con Area C, una politica basata su una congestion charge che incorpora alcuni elementi di tassa ambientale

L’uscita del volume “Le infrastrutture in Italia: dotazione, programmazione, realizzazione”, pubblicato recentemente dalla Banca d’Italia, a cura di Fabrizio Balassone e Piero Casadio, è un’ottima occasione per fare il punto sulla politica delle infrastrutture e dei trasporti. ll volume raccoglie una serie di ricerche presentate nel corso di un workshop tenuto a Perugia il 14-15 ottobre 2010 e di un convegno tenutosi a Roma il 28 aprile 2011. Il volume, assai corposo, tocca molti temi tra cui: la relazione tra investimenti pubblici e crescita economica; la dotazione e l'accessibilità delle infrastrutture sul territorio; le risorse finanziarie, pubbliche e private, destinate alle opere pubbliche; le procedure che governano la programmazione e la realizzazione degli investimenti; le reti e i servizi di trasporto. Per gli scopi di questo articolo, pur essendo molti dei contributi presentanti assai rilevanti, prenderemo spunto soprattutto dai lavori inerenti le infrastrutture e le politiche riguardanti il trasporto, sia passeggeri che di merci. Prima di inoltrarci nell’analisi delle diverse modalità è opportuno dotarsi di uno schema concettuale che faccia da guida nel percorso

Coffee can be distributed via the conventional supply chain or via the alternative fair trade supply chain. The implications of this choice on the distribution of the value added among the actors of the chain are relevant. Fair trade coffee rewards relatively more the producers located in the developing countries. A survey applying stated preference data collection methods to Italian households has demonstrated that they are willing to pay a premium price for the certified fair trade coffee of about 2.2 euros for a 250 gram coffee packet. This premium price, however, can vary significantly according to age, gender, income, and purchasing habits of the consumers. The methodology used implemented state-of-the-art survey design techniques and advanced models specifications to capture preference heterogeneity.