vai a:

• POLITICA DEI TRASPORTI

• "DISACCOPPIAMENTO" (DECOUPLING) DELLO SVILUPPO DEI TRASPORTI DALLO SVILUPPO ECONOMICO

• FERROVIE VELOCI O ALTA VELOCITA' ? (il trasporto di persone a media distanza e le implicazioni ambientali ed economiche delle strategie ferroviarie)

• FILIERA CORTA, FOOD MILES (consumo di prodotti locali e riduzione di trasporti a lunga distanza)

• GLOBALIZZAZIONE E TRASPORTI (con effetti della motorizzazione in Cina e India)

• CONCORRENZA, LIBERALIZZAZIONE, PRIVATIZZAZIONE NEI TRASPORTI

• TRASFERIMENTO MODALE (DALLA STRADA ALLA FERROVIA O AL TRASPORTO NAVALE) E LOGISTICA

• TRASPORTI INUTILI (O TRASFERIBILI SU FERROVIA O NAVE)

• INFRASTRUTTURE DI TRASPORTO E SVILUPPO

• INFRASTRUTTURE DI TRASPORTO - PARTECIPAZIONE ALLE DECISIONI E PIANIFICAZIONE

• RECUPERO E RIUSO DI INFRASTRUTTURE (POCO UTILIZZATE O DISMESSE)

• RIDUZIONE DELLA DIPENDENZA DALL'AUTOMOBILE, STILI DI VITA

• POLITICA DI RIDUZIONE DELLE EMISSIONI DI CO₂, PERSONAL CARBON TRADING
• SITI

POLITICA DEI TRASPORTI

Daniel Albalate, Germà Bel (Universitat de Barcelona), "High-Speed Rail: Lessons for Policy Makers from Experiences Abroad". (IREA Working Paper 2010/03). Institut de Recerca en Economia Aplicada Regional i Pública, Universitat de Barcelona, 2010, 34 p. [formato PDF, 704 kB]. "In April 2009 the US government unveiled its blueprint for a national network of high-speed passenger rail (HSR) lines aimed at reducing traffic congestion, cutting national dependence on foreign oil and improving rural and urban environments. In implementing such a program, it is essential to identify the factors that might influence decision making and the eventual success of the HSR project, as well as foreseeing the obstacles that will have to be overcome. In this article we review, summarize and analyze the most important HSR projects carried out to date around the globe, namely those of Japan, France, Germany, Spain, and Italy. We focus our attention on the main issues involved in the undertaking of HSR projects: their impact on mobility, the environment, the economy and on urban centers. By so doing, we identify lessons for policy makers and managers working on the implementation of HSR projects."

Germà Bel (Universitat de Barcelona), Política de transporte: ¿Más recursos o mejor gestión?. Economistas, 111 (2007), 279-284 (7 p.) [formato PDF, 126 kB]. "Sin grandes reformas en curso, la política de transporte ha seguido idénticas pautas a las de los últimos años. Las grandes líneas establecidas a finales de los 1990s continúan marcando las prioridades de la política, entre las que destaca la omnipresencia del tren de alta velocidad. Pero es probable que España haya entrado ya en el club de economías maduras en grandes infraestructuras de transporte. El principal argumento del papel es que las nuevas inversiones en infraestructuras son cada vez menos importantes para mejorar la eficiencia y eficacia del transporte en España. Por contra, son cada vez mayores las ganancias potenciales de bienestar derivadas de reformas en los sistemas de gestión y financiación de las infraestructuras."

José Allende, Iñaki Barcena, Rosa Lago (Universidad del País Vasco – Euskal Herriko Unibertsitatea), Carta abierta a la PTP (Lettera aperta alla PTP - Respuesta al comunicado de la PTP). 2007, 7 p. [formato PDF, 30 kB]. "Carta abierta de profesores de la UPV a la Asociación para la Promoción del Transporte Público (PTP)"- Nel giugno 2007, a nome della Asociación para Promoción del Transporte Público en Cataluña (PTP), associazione aderente alla federazione T&E (Transport and environment), l'ing. Pau Noy Serrano diede pubblicamente un giudizio positivo sul progetto di ferrovia ad alta velocità nel Paese Basco, la cosiddetta "Y basca", e la sua associazione pubblicò un documento critico rispetto al manifesto contrario al progetto sottoscritto da 124 docenti e ricercatori dell'università del Paese Basco. In risposta al comunicato della PTP catalana, tre docenti dell'università del Paese Basco hanno stilato questa lettera aperta alla PTP, in cui mettono in evidenza con grande chiarezza che il progetto non ha nulla a che vedere con la mobilità sostenibile (cosa affermata dalla PTP) e che il progetto era inutile dal punto di vista politico, sociale, finanziario e trasportistico, anzi dannoso perchè sottrae fondi al trasporto ferroviario locale mettendoli su linee che produrranno perdite da colmare con fondi pubblici. Il testo si riferisce ai principali studi sul tema (De Rus, Bermejo, Vickerman, González-Savignat) e chiede alla PTP di citare fonti bibliografiche di pari valore (che invece mancano completamente dal documento della PTP).

Todd Litman (Victoria Transport Policy Institute), Are Vehicle Travel Reduction Targets Justified? Evaluating Mobility Management Policy Objectives Such As Targets To Reduce VMT And Increase Use Of Alternative Modes Victoria Transport Policy Institute, Victoria, BC (Canada), September 2009, 27 p. [formato PDF, 336 kB]. "This report investigates whether transportation policies should include targets to reduce vehicle travel and encourage use of alternative modes, called mobility management objectives. Such objectives are justified on several grounds: they help insure that individual short-term decisions support strategic goals, they provide numerous benefits, and they help prepare for future travel demands. Many mobility management strategies are market and planning reforms that increase transport system efficiency and equity. Mobility management criticism tends to reflect an older, automobile-oriented transportation planning paradigm which considers a limited range of objectives, impacts and options. More comprehensive analysis tends to favor mobility management. Appropriate mobility management can reduce vehicle travel in ways that minimize costs and maximize benefits to consumers and society."

European Environmental Agency, Beyond transport policy — exploring and managing the external drivers of transport demand. Illustrative case studies from Europe. (EEA Technical Report n.12/2008). EEA, Copenhagen, [December] 2008, 90 p. [formato PDF, 4,71 MB]. "Historically, the demand for transport has been examined by placing the transport sector at the centre of the analysis, and seeking variables that explain the observed changes to transport patterns. However, transport demand and growth are normally created by decisions and developments outside the transport sector; transport is more often a means to an end, such as shopping, working and holiday trips. Decisions made in these sectors outside of transport influence the carbon footprint of the transport sector as they are often taken without considering the consequences on transport demand and greenhouse gas emissions. To tackle the challenge of increasing CO2 from transport, a detailed analysis of sectors of economic activities outside the transport sector is therefore needed. In order to better understand these external drivers, this study formulated a conceptual framework to identify main sectors and factors which impact on demand. It shall be seen as an initial attempt to understand key sectors and factors which impact transport demand, and to identify measures that can be taken to manage demand. It is meant to facilitate the inclusion of demand management into the policy discussions on the development towards a sustainable transport system. Following a literature review of approximately 90 publications, the factors that were identified included socio-demographic changes, economic growth and globalisation, physical changes to urban form/land use, organisational changes at workplaces and schools, socio-cultural changes and technological developments. The key sectors consisted of retail, leisure/tourism, business, education, and industry. Both passenger and freight transport demand were examined, though it is understood that those fields of transport have different drivers of transport demand. From a matrix of factors and sectors previously described, nine topics were identified as case study candidates, ranging from the effects of e-commerce on shopping journeys, to the demands of an ageing population on leisure trips. A number of aspects such as carbon reduction potential, EU policy influence, cost effectiveness and political/social acceptability were considered to select the three following case studies: Effects of food production and consumption on shopping journeys and freight traffic; The increasing use of short-haul air travel for business and leisure travel; Effects of 'education based' travel on transport demand."

Gerardo Marletto (Univ. di Sassari), Getting out of the car: an institutional/evolutionary approach to sustainable transport policies. (Contributi di Ricerca CRENoS 2008/14). Centro Ricerche Economiche Nord Sud CRENoS, Cagliari, 2008, 14 p. [formato PDF, 183 kB]. "Orthodox economics sees transport as a market which can be made more sustainable by improving its self-regulating capacity. To date this static approach has not been able to limit the growing demand for transport and its increasing environmental impact. Better results might be obtained by using evolutionary and institutional economics. Starting from these theories, a sustainable transport policy should be based on three fundamental considerations. First, transport is not a market, but a sum of systems affected by path-dependence and lock-in phenomena. Second, transport is not sustainable because it is locked in environmentally sub-optimal systems. Third, structural changes in technologies and organisations, institutions, and values are needed to establish more sustainable transport systems. We give an example of the use of an institutional/evolutionary approach to sustainable transport policies in the transition from the system of mass motorisation to the new urban mobility system."

Jitka Andersson, Reducing environmental impacts of freight transport sector: The case of the Czech Republic. Lund University, Dep. of Technology and Society, (International Master’s Programme in Environmental Science), Lund, January 2005, 48 p. [formato PDF, 2,77 MB]. "The transport system in the Czech Republic has gone through substantial changes since 1990, mostly due to political and economical changes in the country. During this period, the environmental performance of many sectors, such as industry and energy has improved; however it is not so in the case of freight transport. The demand for freight transport in the Czech Republic has been steadily increasing during the latest years and demand is expected to continue growing. Furthermore, the most polluting road transport sector has become overwhelmingly dominant. There are several reasons for this development, such as currant trends in production and logistics and slow adoption of the railway sector to competition from more flexible and reliable road sector. Moreover, the external costs of the road sector are significantly higher then external costs of the rail sector, which makes the road favored at the expense of rail. The analysis of transport related air emissions has shown that the contribution of this sector to the total of air emissions is small compared to OECD average. The reason for this is the high emission intensity of energy and industry sectors. However, freight transport related emissions of carbon dioxide have been increasing fast during the studied period and so have emissions of nitrogen oxides. Furthermore, the situation concerning the exceeding of air pollution concentration limit values in urban areas in the CR is serious. This shows that the current trends in freight transport performance would lead to negative effects on human health and environmental degradation and there is urgent need for measures in order to reduce these effects. For the reduction of environmental damage caused by road freight transport, there is a need for strong emission regulations, implementation of new technologies as well as solutions in order to reduce the demand for transport. Those measures are important in working towards sustainable transport, however, they are unlikely to divert the currant development in emission trends. In order to attain a sustainable freight transport sector it is necessary to increase the share of railways on the freight transport market. Measures aiming at improving efficiency and opening up the freight railway market to competition will make this sector more competitive in comparison to the road freight sector. However, because the forces driving the modal slant towards road transport are powerful, more efficient policy instruments internalizing the external costs of road transport need to be implemented."

Gerardo Marletto (Univ. di Sassari), Crossing The Alps: Three Transport Policy Options. (Contributi di Ricerca CRENoS 2007/12). Centro Ricerche Economiche Nord Sud CRENoS, Cagliari, gennaio 2008, 15 p. [formato PDF, 368 kB]. "In recent years crossing the Alps has become a central issue in transport policy. The constant increase in global transport flow has contributed to bringing two distinct objectives to the centre of attention: making transalpine transportation of goods easier and reducing the negative impact of this on the alpine environment. The debates and disagreements on the subject are often bad-tempered, and are evidence of the lack of communication between the interested parties. This is also due to the existence of three distinct transport policy options: territiorial competition, sustainable development and de-growth. The different positions taken by the various parties are more understandable when one is aware of these options, and this awareness could assist the parties in making the necessary decisions, which all those involved recognise are important."

Kenneth A. Small, Kurt Van Dender, Long Run Trends in Transport Demand, Fuel Price Elasticities and Implications of the Oil Outlook for the Transport Policy. (Discussion paper No. 2007-16). Joint Transport Research Centre, Paris, December 2007, p. 38 [formato PDF, 287 KB].

Marco Percoco, Urban Transport Policies and the Environment: Evidence from Italy. (Nota di Lavoro 59.2007). Fondazione Eni Enrico Mattei FEEM, Milano, May 2007, 34 p. [formato PDF, 248 KB]. "The paper reviews urban transport policies in Italian cities and their impact on the concentration of NO2 and PM10. Using parametric and non-parametric techniques, it finds no significant effect of the policy actions currently implemented. Further, it finds evidence of a weak positive impact of plans adoption. These results are interpreted as evidence of positive externalities among actions. Finally, by also discussing case studies, the paper points out the absence of economic instruments and argues that significant welfare gains would derive from their adoption." Dallo studio risulta lo scarso successo ottenuto dalle politiche della mobilità nel ridurre l'inquinamento da traffico nelle città italiane.

Anna Donati, Azioni ed incoerenze del governo Prodi per la mobilità e le infrastrutture. Relazione al seminario di formazione "Aria e mobilità", Milano, 29 settembre 2007, 23 slides [formato PDF, 1,40 MB].

The Eddington Transport Study. The case for action: Sir Rod Eddington's advice to government, (Summary report), London, Department of Transport, December 2006, 64 p. [formato PDF, 2,04 MB]. Sintesi e conclusioni dello studio commissionato dal governo inglese a Sir Eddington sul rapporto tra i trasporti e il sistema economico inglese. Lo studio propone l'applicazione generalizzata del road pricing al trasporto su strada per contrastare le evidenti tendenze alla saturazione della rete stradale e autostradale. "Policy should get the prices right (especially congestion pricing on the roads and environmental pricing across all modes) and make best use of existing networks." E' disponibile anche il rapporto completo in 4 volumi con allegati, The Eddington Transport Study

Roman Rudel, Schweizer Politik zur Verkehrsverlagerung am Gotthard. Ein Zwischenbericht. Luzern, 1.-3. Dezember 2005, Internationale Konferenz "Verkehr durch die Alpen - Monitraf", 12 slides [presentazione PDF, 288 kB]. In lingua tedesca. Una sintesi sugli effetti, i vantaggi e i limiti della tassa sul traffico pesante nel contesto della politica svizzera dei trasporti. Versione ampliata della relazione tenuta a Napoli.

Roman Rudel, La tassa sul traffico pesante e nuove infrastrutture ferroviarie in Svizzera. Una storia di successo? Napoli, 24 settembre 2005, relazione al convegno ISFORT "Logistica Sostenibile", 13 slides [presentazione PDF, 151 kB]. In italiano. Una sintesi sugli effetti, i vantaggi e i limiti della tassa sul traffico pesante nel contesto della politica svizzera dei trasporti.

Gerardo Marletto, La globalizzazione e l’attraversamento delle Alpi: opzioni alternative di politica dei trasporti. Paper presentato all’8. riunione scientifica della SIET (Società Italiana Economisti dei Trasporti), Trieste, 29 giugno – 1 luglio 2006, 12 p. [formato PDF, 194 kB]. Marletto analizza le tre opzioni presenti: quella dello sviluppo, che vuole intercettare i nuovi traffici internazionali indotti dalla globalizzazione (es. Cina) e quindi vuole costruire nuove grandi infrastrutture di trasporto (es. Lione-Torino), quella della sostenibilità che vuole contrastare la crescita dei trasporti con il trasferimento dalla strada alla rotaia e con l’internalizzazioe dei costi, e la terza opzione, quella della decrescita, che vuole combattere la globalizzazione e la crescita del trasporto ricorrendo ai circuiti economici regionali (cosiddetta “filiera corta” ), riducendo i flussi di merci invece di aumentarli.

Gerardo Marletto, Lo spazio di una politica della logistica: dal trasporto sostenibile alla riduzione dei trasporti. Intervento al seminario di CIPRA Italia e Pro Natura (Torino, 30 gennaio 2006) ”Più treni nel futuro delle Alpi?”. 2006, 6 p. [formato Word, 60 kB]

Gerardo Marletto, Prime riflessioni per un nuovo ciclo di governo dei trasporti. 2005. 4 p. [formato PDF, 82 kB].

Giuseppe Pinna, Note sui temi della logistica in Italia, 17 marzo 2005, La Fabbrica del Programma (Muovere persone e cose)

Gerardo Marletto, Una politica industriale per un’altra mobilità, Istituto per il Lavoro (IpL), marzo 2004, working paper [formato PDF, 146 kB].

Romeo Danielis, Edoardo Marcucci, Dalla gomma alla ferrovia: la velocità non è tutto. 19.12.2005. Tratto dal sito http://www.lavoce.info

"DISACCOPPIAMENTO" (DECOUPLING) DELLO SVILUPPO DEI TRASPORTI DALLO SVILUPPO ECONOMICO

Jérôme Verny (INRETS), The importance of decoupling between freight transport and economic growth. European Journal of Transport and Infrastructure Research, 7 (2007) 113-128 [formato PDF, 579 kB]. "The aim of this research is to improve the sustainable mobility reflexion from current behaviour of freight mobility and their determinants."

European Environmental Agency, Transport and environment: facing a dilemma. TERM 2005: indicators tracking transport and environment in the European Union. EEA Report 3/2006, Copenhagen, 2006, 52 p. [formato PDF, 3,73 MB]. Le tendenze più recenti del trasporto nell’UE: non c’è disaccoppiamento tra crescita economica e crescita dei trasporti, anzi, continua l’aumento del trasporto di persone e merci su strada, e aumenta ancora l’emissione di CO2.

Hedwig Verron [et al.], Determining factors in traffic growth. Developments, causes and possible future directions. Texte 32/05. Dessau, Umweltbundesamt, December 2005, 64 p. [formato PDF, 586 kB]. Analisi delle cause della produzione di traffico (persone e merci), il traffico indotto, la mobilità del tempo libero. Esiste anche una versione in lingua tedesca: Determinanten der Verkehrsentstehung, Texte 26/05.

SPRITE (Separating the Intensity of Transport from Economic Growth), progetto europeoFinal Publishable. Leeds, 2005, 42 p. [file Word, 612 KB]

M.R. Tight, P. Delle Site and O. Meyer-Ruhle, Decoupling Transport from Economic Growth: Towards Transport Sustainability in Europe. European Journal of Transport and Infrastructure Research, 4 (2004) pp. 381-404 [file PDF, 112 KB]

Julien Brunel,Freight transport and economic growth: an empirical explanation of the coupling in the EU using panel data. Lyon, 2005, 19 p. [file PDF, 164 KB]

Richard Gilbert and Kathleen Nadeau,Decoupling economic growth and transport demand: a requirement for sustainability. TRB Economic development Conference, Portland, Oregon, May 5-7, 2002, 11 p. [formato PDF, 220 KB]. (differenze tra USA ed Europa per quanto riguarda il “decoupling”).

Mario Contaldi, Roberta Pignatelli, La mobilità in Italia: indicatori su trasporti e ambiente. Dati di sintesi - anno 2005. APAT, Roma, novembre 2005, 59 p. [file PDF, 988 kB]

Duccio Bianchi, La resistenza italiana alle politiche per la riduzione delle emissioni climalteranti e il declino dell’efficienza energetica nazionale. Atti del convegno “Clima che cambia” (Legambiente Lombardia), aprile 2004, 12 p. [formato PDF, 129 kB].

FERROVIE VELOCI O ALTA VELOCITA' ? ((il trasporto di persone a media distanza e le implicazioni ambientali ed economiche delle strategie ferroviarie)

Per Kageson, Environmental aspects of inter-city passenger transport. (Discussion Paper No 2009-28). OECD/ITF, December 2009, 27 p. [formato PDF, 526 kB]. "Many governments in different parts of the world are investing in high speed rail. Some of them do so thinking that it will be an important part of climate change mitigation. Intercity traffic over medium distances is particularly interesting in the environmental context as it constitutes the only transport segment where aircraft, trains, coaches and cars naturally compete for market shares. This report calculates the effect on emissions from building a new high speed link that connects two major cities located 500 km apart. It assumes that emissions from new vehicles and aircraft in 2025 can be used as a proxy for the emissions during a 50 year investment depreciation period. The emissions from the marginal production of electricity, used by rail and electric vehicles, are estimated to amount on average to 530 gram per kWh for the entire period. Fuels used by road vehicles are assumed to be on average 80 percent fossil and 20 per cent renewable (with a 65% carbon efficiency in the latter case). Traffic on the new line after a few years is assumed to consist to 20 per cent of journeys diverted from aviation, 20 per cent diverted from cars, 5 per cent from long-distance coaches, and 30 per cent from pre-existing trains. The remaining 25 per cent is new generated traffic. Under these assumptions would the investment result in a net reduction of CO2-emissions of about 9,000 tons per one million one-way trips. Assuming 10 million single journeys per year, the total reduction would be 90,000 tons. When the price of CO2 is $40 per ton, the socio-economic benefit of the reduction would amount to $3.6 million, which is very little in the context of high speed rail. The sensitivity analysis shows that alternative assumptions do not significantly change the outcome. One may also have to consider the impact on climate change from building the new line. Construction emissions for a line of this length may amount to several million tons of CO2. There is no cause to prohibit investment in high speed rail on environmental grounds so long as the carbon gains made in traffic balances the emissions caused during construction. However, marketing high speed rail as a part of the solution to climate change is clearly wrong. Investment in infrastructure for modal shift should only be considered when traffic volumes are high enough to carry the cost. The principal benefits of high speed rail are time savings, additional capacity and generated traffic, not a reduction of greenhouse gases."

FILIERA CORTA, FOOD MILES (consumo di prodotti locali e riduzione di trasporti a lunga distanza)

Erik Mathijs, Annelies Van Hauwermeiren, Gert Engelen, Hannelore Coene, Scientific Support Plan for a Sustainable Development Policy (SPDS II). Instruments and institutions to develop local food systems. Final Report. Part1: Sustainable production and consumption patterns. (CP/59). Belgian Science Policy, Brussels, April 2006, 83 p. [formato PDF, 778 kB] "The aim of this project is to investigate whether local food systems (LFS) can contribute to more sustainable production and consumption patterns and how the development of such systems can be stimulated. The objectives and expected outcomes of the project as originally laid out are: 1. to make an inventory of indicators and instruments used to increase citizens’ awareness of the environmental, economic and social impact of different food systems (chapter 1), 2. to develop a scientifically sound set of indicators for Flanders after analysing their validity and to introduce these indicators as instruments to be used by institutions dealing with these issues (chapter 2), 3. to make an inventory of existing LFS in Flanders and of the institutions that facilitate their establishment and working (chapter 3), 4. to investigate the potential to expand LFS by both institutions already active in this field and other institutions and to facilitate the implementation of this potential (chapter 4), 5. to synthesize and disseminate these results by the establishment of a website, the publication of a book and other material targeted at a wide audience and the production of scientific publications (chapter 5)."

The Validity of Food Miles as an Indicator of Sustainable Development. Final Report produced for DEFRA. Harwell, AEA Technology Environment, July 2005, 117 p. [formato PDF, 994 kB] "The four key findings of the study are summarised below. 1. A single indicator based on total food kilometres is an inadequate indicator of sustainability. The impacts of food transport are complex, and involve many trade-offs between different factors. A single indicator based on total food kilometres travelled would not be a valid indicator of sustainability. To capture the complexities of the issue, we recommend a suite of indicators which reflect the key adverse impacts of food transport (see below). 2. Data is available to provide and update a meaningful set of indicators on an annual basis. A spreadsheet system for collating the data and calculating the indicators accompanies the report. The key transport stages (HGV and LGV transport in the UK, car shopping trips for food and international sea and air freight) are covered by good quality DfT and HM Customs and Excise statistics gathered annually. Areas where the data quality is poor are either of less policy interest to DEFRA (road transport overseas), or currently have a negligible role in UK food transport (rail, inland waterway). 3. Food transport has significant and growing impacts. Food transport accounted for an estimated 30 billion vehicle kilometres in 2002, of which 82% are in the UK. Road transport accounts for most of the vehicle kilometres, split between cars, HGVs and LGVs. - Food transport accounts for 25% of all HGV vehicle kilometres in the UK. - Food transport produced 19 million tonnes of carbon dioxide in 2002, of which 10 million tonnes were emitted in the UK (almost all from road transport), representing 1.8% of the total annual UK CO2 emissions, and 8.7% of the total emissions of the UK road sector. - Transport of food by air has the highest CO2 emissions per tonne, and is the fastest growing mode. Although air freight of food accounts for only 1% of food tonne kilometres and 0.1% of vehicle kilometres, it produces 11% of the food transport CO2 equivalent emissions. 4. The direct environmental, social and economic costs of food transport are over Lst�9 billion each year, and are dominated by congestion. Using standard government methodology, the social cost of congestion, associated with food transport is estimated at Lst�5 billion. This is over 50% of the social costs associated with food transport, and arises from the use of HGVs, LGVs, and cars are associated with food transport in the UK. Accidents lead to social costs of Lst�2 billion per year (Table E1). Greenhouse gas emissions, air pollution, noise, and infrastructure cost a further Lst�2 billion. The total costs are very significant compared with the gross value added of the agriculture sector (Lst�6.4 billion), and the food and drink manufacturing sector (Lst�19.8 billion) in 2002. It should be noted that these cost estimates depend on the assumptions and methodology used. For example, the congestion costs are marginal costs, as the impact of an extra kilometre travelled depends on the existing level of traffic. The use of average costs, although not recommended, would give lower values. Also, the costs reflect only immediate impacts. For congestion, these impacts are short term and reversible, whereas climate change impacts are long term and irreversible. It should be stressed that not all impacts are included in this assessment (for example noise, infrastructure and congestion costs from air transport are not quantified)."

Stefanie Böge, The well-travelled yogurt pot: lessons for new freight transport policies and regional production. World Transport Policy & Practice, Vol. 1 No. 1, 1995, pp. 7-11 [formato PDF, 42 kB]

Stefanie Böge, Der Weg eines Erdbeerjoghurts. Erfassung und Bewertung von Transportvorgängen: Die produktbezogene Transportkettenanalyse. Dortmund, 1992, 29 p. [formato PDF, 194 kB]

GLOBALIZZAZIONE E TRASPORTI

Japan International Transport Institute, Seminar on Global Warming and Road Transportation: The Impact of Motorization in Fast-Growing Developing Nations as China and India. Research paper. Washington DC, November 2005, 41 p. [formato PDF, 578 kB]

Iwao Matsuoka (Institute of Economic Research, Kyoto University), Carbon Dioxide Emissions from Road Transportation in China. Washington DC, November 2005, 19 slides [formato PDF, 90 kB]

Sanjay Marwah (Japan International Transport Institute), Impacts of Motorization in China and India on Global Warming. The Importance of Forecasts and Policy Measures. Washington DC, November 2005, 13 slides [formato PDF, 285 kB]

Philippe Mühlstein, Energie, transport et effet de serre : l’impasse néo-libérale, Attac-France, 13.05.2005, 9 p. [formato Word, 81 KB].

Stephan Brückl, Walter Molt, La verità sui costi. Infrastrutture viarie e sviluppo economico. (traduzione italiana di: Kostenwahrheit - Verkehrsinfrastruktur und wirtschaftliche Entwicklung. Studie des Süddeutschen Instituts für nachhaltiges Wirtschaften und Oeko-Logistik GmbH im Auftrag vom Transitforum Austria-Tirol, 1996. Edizione italiana a cura della CIPRA Italia, Torino, 1997, 63 p. [non esiste in formato elettronico]

CONCORRENZA, LIBERALIZZAZIONE, PRIVATIZZAZIONE NEI TRASPORTI

Andrea Boitani, Riforma e controriforma dei trasporti pubblici locali, pubblicato in ASTRID-Rassegna, n.12 del 2005, 12 p. [formato PDF, 74 kB]. Commento sulla prima fase della riforma dei servizi pubblici locali, e la ricaduta della nuova normativa sui trasporti pubblici locali.

Gerardo Marletto,L’applicazione della concorrenza ai trasporti italiani: una valutazione critica. ISFORT, Roma, gennaio 2006, 52 p. [formato Word, 265 kB]

Marco Ponti, Andrea Boitani, Concorrenza e regolazione dei trasporti in Italia, Milano, 12 settembre 2005, 13 slides [formato PDF, 470 kB].

Carlo Scarpa, Andrea Boitani, Paolo M. Panteghini, Luca Pellegrini, Marco Ponti, Come far ripartire le liberalizzazioni nei servizi, p. 43+161 [formato PDF, 228 kB + 1,40 MB] e 24 slides [formato PowerPoint, 660 kB].

TRASFERIMENTO MODALE (DALLA STRADA ALLA FERROVIA O AL TRASPORTO NAVALE) E LOGISTICA

Martin Lambrecht, Christoph Erdmenger, Michael Bölke, Volker Brenk, Kilian Frey, Helge Jahn, Andrea Kolodziej, Ines Kruppa, Stephan Naumann, Dorothea Salz, Lars Schade, Hedwig Verron, Strategie für einen nachhaltigen Güterverkehr [Strategia per un trasporto merci sostenibile]. (Texte 18/2009). Umweltbundesamt, Dessau-Roßlau, Oktober 2009, 137 p. [formato PDF, 2,71 MB]

Christina S. Casgar, David J. DeBoer, David L. Parkinson, Rail Short Haul Intermodal Corridor Case Studies: Industry Context and Issues. Foundation for Intermodal Research & Education, in association with U.S. Dept. of Transportation, Federal Railroad Administration, Washington, D.C., March 2003, 50 p. [formato PDF, 802 kB]. "The objective of this report is to provide an industry context for public officials who are interested in rail short haul intermodal corridors and to offer a template for analyzing related costs and benefits. Public agency analysis and investment in short haul corridors present a fundamentally new sort of challenge for public sector transportation planners. Therefore the background material and the case studies open the door to a number of short haul intermodal issues, which are subject to an increasing level of state and local attention." Analisi delle potenzialità del trasporto intermodale lungo corridoi merci negli USA a distanze inferiori a 700 miglia (Short haul), confrontando i costi di trasporto su strada e su ferro.

Transportation Economics and Management Systems, Inc. (TEMS), Impact of high oil prices on freight transportation : modal shift potential in five corridors. Technical report. Maritime Administration, U.S. Dept. of Transportation, Washington, D.C., October 2008, 60 p. [formato PDF, 768 kB]. "In an environment of high oil prices, the results of this study, as well as the previous NC/NV Market Assessment, indicate that container shipping services are likely to become viable not only on the GLSLS but now also on the Mississippi River and Gulf Coast corridors as well. Further work to follow up such high level analysis with greater market detail appears to be warranted. Overall, the impact of higher oil prices is to create a strong case for investing in the waterborne transportation industry – for both inland and coastal distribution. Potential increases in oil prices already forecast could increase transport costs two- to eight-fold. Despite the wide range in forecast oil prices, even the minimum forecast is creating a transportation environment more like that of Europe in the 1990’s than previous short-term fuel price hikes previously experienced in the United States. Historically, coastal and inland waterborne transportation has enjoyed a larger market share in Europe than in the United States because of Europe’s higher inland rail and truck transport costs that make water cost-effective. The recent European experience also demonstrates that water-based logistics chains can work effectively, for distributing not only bulk goods and industrial products but consumer goods as well. This could well become the case in the United States, if the cost differential between truck, rail, and water transportation is sustained at the levels reached during the summer of 2008 as the result of higher oil prices. Finally, it is recommended that fuel price levels be considered in future freight planning with respect to the relative roles of the various modes of transportation. While rail has enjoyed dramatically improved productivity in recent years, many of its gains relative to water stand to be erased should fuel prices rise to anticipated levels in coming years. As water is the most energy-efficient mode of freight transportation, planners should recognize it is likely to play a greatly expanded role in the future. Hence, national policy towards the water mode needs to become more proactive. Given higher oil prices, market forces could well promote a significantly enhanced role for water in the U.S. transportation system, provided that the potential for this modal shift is recognized and supported by public policies that are directed toward developing the needed infrastructure and in encouraging industry to make the needed investments."

Allianz pro Schiene, Mehr Bahn wagen: 13 erfolgreiche Verlagerungsbeispiele aus dem Güterverkehr. (13 casi di successo di trasferimento modale nel trasporto merci). Berlin, 2007, 48 p. [formato PDF, 1,37 MB]. L'opuscolo contiene 13 schede di casi di aziende che, negli ultimi anni, sono riuscite a trasferire il trasporto di determinate merci dalla strada alla rotaia o al trasporto combinato, all'interno della Germania o tra la Germania e l'estero, su distanze che variano tra i 40 e i 3.000 Km.

Inhibitors to the Growth of Rail Freight. Research Project carried out for the Scottish Executive by the Road Haulage Association Ltd. Scottish Executive, Edinburgh, September 2007, 13 p. [formato PDF, 696 KB]. "This report outlines the findings of a research study into the opportunities for multi-modal shift of freight from our roads and onto rail. The study was funded on the basis of its potential to support Scottish Ministers’ policy of transferring freight onto more environmentally friendly rail, or waterborne, alternatives. In particular, the study sought to establish how easy or difficult it might be for any of the small companies (with fleets of less than 50 HGVs) that predominate Scotland’s road haulage industry to use rail as an alternative, and more environmentally friendly, mode of freight transport. In this report of their study, the authors argue that by combining the strengths of the road haulage and rail freight industries, there would be advantages for road hauliers, rail freight operators and their customers, in addition to environmental benefit." Il rapporto mette in evidenza i limiti delle compagnie di trasporto ferroviario scozzesi in termini di flessibilità, completezza del servizio e costo, il che rende molto difficile assorbire traffico merci dal trasporto su strada, e cita diversi casi di "prove" effettuate da aziende scozzesi con risultati negativi. Secondo l'associazione dei trasportatori stradali, servono anche in Scozia aziende intermodali specializzate come Hupac, Cemat ecc., mentre le attuali aziende di trasporto ferroviario non sono all'altezza del compito che il governo scozzese vorrebbe loro affidare, cioè il trasferimento dalla strada alla rotaia.

Istituto di Ricerche Economiche (Università della Svizzera Italiana), Verkehrsverlagerung: Zauberformel oder Wunschdenken: Grundlagen, Trends und Thesen. (Il trasferimento modale: formula magica o pio desiderio? Fondamenti, tendenze e tesi). Erstellt im Auftrag von SPEDLOGSWISS, Verband schweizerischer Speditions- und Logistikunternehmen, Lugano, Mai 2003, 23 p. [formato PDF, 370 KB].

Sergio Bologna, Val di Susa: un tunnel per trasportare aria? ItaliaMondo, maggio 2006, 3 p. [formato PDF, 624 KB]. (Esperto di logistica e docente universitario, il prof. Bologna denuncia l'inefficienza della logistica italiana e chiarisce che gli imprenditori chiedono più infrastrutture senza capire che queste non risolveranno i problemi, dato che in Italia quasi metà dei camion circolano vuoti. Bisogna investire invece nelle filiere e catene logistiche).

TRASPORTI INUTILI (O TRASFERIBILI SU FERROVIA O NAVE)

Karl Regner, Die Öffentliche Hand als Verursacher von vermeidbarem Lkw-Fernverkehr im Land Salzburg, Salzburg, 2005, 13 p. [formato PDF, 118 kB] (studio sui trasporti di merci su strada indotti dal settore pubblico nel Land di Salisburgo (Austria) che potrebbero essere ridotti o sostituiti da trasporto su ferrovia; l’autore analizza i diversi tipi di trasporto e di prodotti trasportati, e individua le alternative possibili)

Karl Regner, Die Öffentliche Hand in Kärnten als Verursacher von vermeidbarem Lkw-Fernverkehr, Salzburg, 2005, 10 p. [formato PDF, 99 kB] (studio sui trasporti indotti dal settore pubblico in Carinzia (Austria) che potrebbero essere ridotti o sostituiti da trasporto su ferrovia)

Trasporto di rifiuti su strada e su ferrovia in Svizzera e dalla Germania alla Svizzera. Documentazione per la stampa (conferenza stampa del 14.11.2005 a Berna) prodotta dalla Iniziativa delle Alpi, 9 pagine [formato PDF, 318 kB]. Premio “Rote Teufelsstein” per il 2005.

Trasporti assurdi sulle strade europee, swissinfo, 30.10.2004. Premio “Rote Teufelsstein” per il 2004, attribuito dalla Iniziativa delle Alpi alla panetteria francese Délifrance che importa dall’Olanda il pane venduto in Svizzera (panini preconfezionati).

Un assurdo trasporto di acque minerali. La Nestlé Waters, leader mondiale della distribuzione di acqua in bottiglia, si è vista consegnare il “sasso rosso del diavolo” (premio trasporti inutili per il 2003).

INFRASTRUTTURE DI TRASPORTO E SVILUPPO

Michel Didier et Rémy Prud'homme, Infrastructures de transport, mobilité et croissance. La Documentation française, Paris, 2007, 242 p. [formato PDF, 1,51 MB]. "Le rapport rappelle que notre politique des transports est fortement orientée par trois idées : le renforcement de la concurrence, la décentralisation et la politique dite de « report modal ». Cette dernière vise à transférer des ressources de la route vers les « modes de transport alternatifs à la route ». La justification de cette politique de report modal est de limiter les nuisances (accidents, dégradation de l’environnement) des transports, notamment de la route qui est aujourd’hui le moyen de déplacement largement dominant. Une des questions centrales abordée par les auteurs est celle de savoir jusqu’où cette politique peut être poussée sans contraindre la mobilité des personnes et des marchandises et peser sur la croissance économique et sur l’emploi." Il rapporto esamina il ruolo economico dei trasporti in Francia, la domanda e l'offerta, i costi sociali, il trasferimento modale, il ruolo delle infrastrutture e il loro finanziamento.

Transport demand to 2025 & the economic case for road pricing and investment. December 2006, 166 p. [formato PDF, 982 kB]. Allegato allo studio di Sir Eddington. Questa ricerca è basata sulle previsioni di traffico al 2025 nel Regno Unito (National Transport Model) e analizza i possibili investimenti nelle infrastrutture di trasporto in presenza o assenza del road pricing, con i loro impatti economici, sociali ed ambientali.

Michael Mann, Step change transport improvements: an assessment of the potential for 'step change' transport improvements to generate wider economic benefits. 2006, 38 p. [formato PDF, 308 kB]. Allegata allo studio di Sir Eddington per il governo britannico, questa ricerca analizza vantaggi e svantaggi di una linea ferroviaria ad alta velocità nel contesto del Regno Unito. La conclusione è che i vantaggi economici sarebbero limitati e, soprattutto, bisognerebbe prima esaminare il possibile impiego dei grandi investimenti necessari in tutta una serie di opzioni alternative, tra cui il miglioramento delle infrastrutture e dei servizi esistenti.

"Conclusions on the strategic economic case for High Speed Rail: 41. Transformational economic benefits are unlikely to arise from a north-south high speed line because:

• UK cities are already well connected: it is hard to identify any promising examples of routes not served by air where day return trips are not already feasible using existing rail services.
• Agglomeration effects typically extend over 45 –60 min door to door travel time – even the fastest of HSLs to the North of England and Scotland are unlikely to provide such benefits.