The transport system, with its relative infrastructures, is one of the most important factors for promoting the growth of the regional economy and a higher quality of life for the region's citizens. On the one hand it involves aspects such as the standard of road and motorway networks, logistics and the cost of mobility for people and for goods, and on the other hand questions such as opportunities for mobility, environmental pollution and accident rates, all of which are important indicators through which to evaluate quality of life.
In Veneto in particular, certain factors which have an effect on mobility need to be taken into consideration: its central geographical-economic location, which means it is one of the regions with the most cross-border traffic; and the particular layout of local conurbations, which gives rise to urban sprawl, a common characteristic of the central area of the region.

(Note 1) According to a recent survey carried out by CENSIS and detailed in the 41st Report, there are various reasons people decide to commute: housing necessities; the territorial imbalance between supply and demand in employment; prospects of career advancement; and, in young people, study opportunities. Increased numbers of commuters lead to an increase in the volume of traffic on the roads.
The decision to live in a different municipality to the place of work is principally guided either by trends in the cost of housing, or by the quest for a better quality of life (for example, choosing to live in the countryside or in a small town as opposed to a large city).
Veneto ranks second after Lombardia for the number of commuters. The area which includes Treviso, Padova and Vicenza comes second only to the hinterland of Milan for the highest percentage of the population commuting daily for work or for study (around 30%).
The car plays a leading role in daily commutes, as can be demonstrated by Isfort data: in Veneto in 2006, 81% of families owned at least one car (Italian figure: 77%); 81% of those surveyed used motorised transport (Italian figure: 78%), 81% of which were private cars (Italian figure: 73%) which were used every day by 53% of the population (Italian figure: 50%).
Although road density had grown by 33% in 2005 compared to 2002 (60.7 km of road per 100 km2 surface area as opposed to 45.7 km), official statistics show that Veneto's road network is in a critical condition with traffic congestion problems affecting each individual citizen.
During 2006, the last year for which data are available, the size of vehicle stock increased, reaching a total of 3,690,493 units: 2,829,512 cars and 369,698 freight lorries and trailers. (Table 13.1.1)
Vehicle ownership continues to increase: in Veneto in 2006 there were 77 vehicles per 100 inhabitants (Italian figure: 78) reaching a maximum of almost 81 in the province of Verona.
The figures for vehicle density on the road network also make for interesting reading; not only did the density increase consistently from 2002 to 2006, but it was also far higher than both the national level and than its regional competitors, except for Lombardia. (Table 13.1.2) and (Figure 13.1.1)
On a positive note, there is an ever increasing number of less-polluting vehicles on the roads. In 2006, 63% of Veneto's vehicle stock ran on petrol and 82% of cars contained catalytic converters (Italian figure: 77%). (Figure 13.1.2)
As vehicles are one of the biggest sources of atmospheric pollution, low air quality is an obvious consequence of the concentration of heavy and light vehicles on Veneto's roads. It is a feature shared by the regions of the north of Italy. As a matter of fact, the Veneto region is situated in one of the most polluted areas of Europe: the bacino adriatico-padano (BAP, the Paduan-Adriatic basin). This area, which is homogeneous as far as morphology and climate are concerned, contains a high concentration of traffic, production industries, settlements and inhabitants; what is more the meteorological conditions, which are often stable with little circulation, facilitate the stagnation of pollutants.
Of the pollutants measured to evaluate air quality (Note 2), levels of particulate matter and nitrogen dioxide serve to demonstrate that the situation is critical throughout the region; this is also confirmed by the negative trend of the last five years.
Levels of benzene and heavy metals on the other hand satisfy the limits set out by regulations. Only sulphur dioxide and carbon monoxide have shown a reassuring trend for the same period (they haven't exceeded legal thresholds).
In order to demonstrate trends in the levels of concentration of particulate matter (PM10) (Note 3) over time, the average annual figure was calculated for all of the stations of the same type (known as the 'average' regional station) of urban background (UB) and urban traffic (UT): both types of station showed levels exceeding the legal threshold. The trend was calculated using the stations which provided the most complete data for the 2002-2007 period.
In 2007 the annual limit of 40 µg/m3 was exceeded in 9 out of 32 of the monitoring stations taken into consideration: these were stations in the Central and Southern part of the region, coinciding with the main urban centres, and were mostly traffic stations. (Figure 13.1.3)
The comparison (Note 4) of available data for 2002-2007 with the daily limit (50 µg/m3) confirms the serious situation our region finds itself in: the daily limit was exceeded in practically all of the regional measuring points in the 2002-2007 period. (Figure 13.1.4)
As far as nitrogen dioxide (NO2) (Note 5) is concerned, the stations which exceeded the annual limit of 40 µg/m3 in 2007 are also concentrated in the Central and Southern part of the region, and are mostly Traffic stations. The average annual figures from the "average" regional Urban Traffic (UT) and Urban Background (UB) stations in the 2002-2007 period were compared with the annual limit: the situation for the Traffic stations proves critical as levels constantly exceeded legal thresholds; however, as opposed to the results seen for PM10, the Background stations never exceeded the threshold. Once again the trend was calculated using the stations which provided the most complete data for the 2002-2007 period. (Figure 13.1.5)
More and more people are turning to two-wheeled vehicles in order to be able to move more quickly through the traffic and to travel freely through the areas of restricted traffic and at times when other vehicles are not permitted to circulate. In Veneto in 2000 there were 53.7 motorcycles on the roads per 1,000 inhabitants (Italian figure: 58.4); in 2006 there were a 75.7 (Italian figure: 89.3), a 41% increase. This, however, doesn't help to reduce emissions or to improve air quality as 54% of the motorcycles on the roads in 2006 were of emission type Euro 0, the most polluting emission type.
Possible alternative solutions have been put forward to attempt to improve mobility, including the classic methods of dissuasion such as limiting circulation and parking; newer initiatives such as mobility management and infomobility; increased intermodality for goods transport; and increased use of public transport.
But what is the current situation of public transport (supply), and to what extent do people actually use it (demand)?
In Veneto's capital municipalities, for every 100 km2 of surface area there are 193 km of bus, tram and trolley bus routes (Italian figure: 163); Treviso has the most with 342 km and Rovigo the least with 57 km. This figure has remained largely the same since 2000 for many capital municipalities, except for Vicenza (+10.8%) and Verona (+4.7%). In the regional capitals in 2005 there were 10.6 buses on the roads per 10,000 inhabitants (Italian figure: 8.9), an increase of 7% in the last 5-year period. Venezia has the highest number with 16.5 and Rovigo the lowest with 7.5. (Figure 13.1.6) and (Figure 13.1.7)
As far as the level of demand is concerned, the figures seem to contradict each other. A survey by Isfort showed that in order to reduce the problems of traffic and pollution in the cities, priorities should be focussed on increasing the number of public transport vehicles (44.2% of the Veneto population stated that public money should be spent on increasing public transport and a further 37.5% that it should be used to create pedestrian areas and cycle paths). However, the indicators showing demand for public transport demonstrate a low inclination amongst the population to actually use it. If we exclude Venezia, which is a special case, the annual number of users of public transport per inhabitant in the capital municipalities is significantly lower than the Italian average. This despite the increase in the number of people complaining about traffic problems and lack of parking in their home areas, and despite the fact that those who use public transport claim to be satisfied with the service. (Figure 13.1.8), (Table 13.1.3) and (Table 13.1.4)
Confirmation that people prefer private means of transport is given by the fact that in Veneto 84% of school goers use a means of transport to get there, 42.7% as passengers in a private car. As many as 91% use some means of transport to get to work, 72% of whom drive private cars there. (Table 13.1.5)
In terms of discouraging the use of private means of transport, the results of an Isfort survey can give an idea of the situation in the capital municipalities. Three indicators were used in the analysis: restricted traffic areas (ZTLs, in relation to the municipality surface area); charged car parking spaces (stalls) (in relation to the number of cars owned by residents); and pedestrian areas (in relation to the resident population). A summarising indicator was also used to create a final ranking for the capital municipalities. The situation in Veneto's capitals is not among the best, and there are a lot of variations on policies adopted in each area. None of the capitals showed figures above the national average for all three indicators: Padova and Vicenza have two indicators above the average; Venezia, Belluno and Treviso, one; Verona and Rovigo, none. Table 13.1.6 shows the results for each of the indicators and the final ranking for each of the seven Veneto capital municipalities. (Table 13.1.6)
Up until now we have spoken about the transport of people but we cannot forget the transport of goods. This is an important issue for Veneto as its geographical location means it is an area which sees a large amount of cross-border traffic, and also because almost all goods transport (97%) occurs by road. For these reasons it is important to encourage the use of intermodal transport. Aside from the advantages due to its flexibility, inexpensiveness, standardisation of cargo units and concentration of a large share of incoming goods to an urban area into one place (the inland port), it also enables distribution to be optimised by using specialised vehicles (non-polluting and with better cargo efficiency) and trips to be minimised, which helps to relieve traffic congestion. With this in mind, initiatives such as "Cityport - consegne in città" (a city delivery service) in Padova, and "VELOCE - Vicenza Eco-LOgistic Center" in Vicenza have been set up and are proving to be quite successful.
Mobility Management and Infomobility should also be mentioned as part of the most recent initiatives aimed at reducing traffic.
Mobility Management is used to refer to the management of the demand for mobility by providing innovative and environmentally friendly solutions. The aim is to reduce the number of private vehicles on the roads and to encourage alternative means of transport to improve access to urban centres and to attempt to reduce levels of pollution. This has led to the creation of a new professional figure: the Mobility Manager for companies. His task is to assess the feasibility for employees of alternative forms of transport to the private car, to propose transport-sharing schemes and to put into action the Movement from Home to Work Plan with the aim of reducing the use of private means of transport and better organising timetables in order to limit traffic congestion. Another important professional figure is the Area Mobility Manager, a point of reference for the Mobility Managers for companies, whose task it is to gather in the needs of each individual Mobility Manager, to draw up strategies aimed at managing demand for home to work mobility as a whole and to promote solutions to be carried out with the needs of the citizens in mind. Mobility management in Italy was introduced in 1998 by Ministerial Decree (DM) "Sustainable mobility in urban areas" of 27/03/1998, and is an area in positive evolution. It is also becoming more widespread in Veneto; of particular note is the work of the Area Mobility Managers in the province of Venezia and the municipality of Padova.
Infomobility on the other hand refers to the organisation of mobility through the use of new technologies. For example, it is estimated that by ensuring more areas are wired up and have access to broadband, and then by using this to organise mobility, it could lead to the elimination of a third of traffic congestion (parallel tools to encourage virtual mobility such as working from home and videoconferencing are also included). In this area too, initiatives are starting to take form on a regional level.
When facing the theme of mobility, just as it is impossible not to talk about the problem of atmospheric pollution, so it is also impossible to avoid the subject of road accidents. The objective is the same one put in place by the European Commission in 2001: halve the number of deaths caused by road accidents from 2001 to 2010. The number of accidents in Veneto has decreased since 2000 (-2.4%); this is slower than on a national level (-7.2%) and in the last two years this number has actually seen a slight increase. (Figure 13.1.9)
Although the number of accidents is decreasing very slowly, the figures on deaths caused by road accidents provide a note of optimism. In the 2000:2006 period there was a reduction of 22.5% in Veneto (Italian figure: -19.7%), however this figure is still not in line with the European objective which would require a theoretical 8.9 percentage points reduction per year until 2010. (Figure 13.1.10)
Looking at specific indicators as well as the absolute values provides an interesting fact: The mortality rate (Note 6), both in Italy and in Veneto, is consistently lower than the European average, with less than 3 deaths per 100 accidents in 2006 as opposed to the 3.4 deaths registered in the EU27 countries overall. Therefore, although the number of deaths caused by road accidents is decreasing more slowly, accidents in Italy seem to be less dangerous than those in Europe in general. (Figure 13.1.11)
Although on the one hand improving safety depends on a good quality road network which is constantly monitored and maintained, on the other hand the role of road users is no less important, and their behaviour can play a vital role in the reduction of road accidents. This subject is dealt with more closely in the chapter on "feeling, being and doing well".

1. The part regarding air quality is edited with Silvia Rebeschini, Monica Cestaro, Giovanna Zirolo, Gabriella De Boni, ARPA Veneto - SIRAV Service.
   
2. The air quality indicators which follow were calculated from data on the concentration of atmospheric pollutants measured at the ARPAV monitoring stations from 2002:2007. Most of the monitoring stations (there are 57 stations in all) are in urban areas and a few can be found in suburban and rural areas. In order to evaluate the different types of pollutants, the stations deemed to be most relevant and representative of the types of exposure were chosen each time. There are 5 types: UB (Urban Background), UT (Urban Traffic), SB (Suburban Background), RB (Rural Background) and SI (Suburban Industrial). Despite efforts to separate and highlight the different situations of exposure (through Traffic stations and Background stations), analysis of Veneto air quality is biased towards the urban areas where most of the population lives.
   
3. The thresholds of concentration of particulate matter (PM10) in the air were defined by Ministerial Decree DM 60/2002 and are calculated on a daily basis (the limit is 50 µg/m3 which is not to be exceeded more than 35 times a year) and on an annual basis (the average yearly limit is 40 µg/m3).
   
4. In order to compare the data with the daily limit (50 mg/m3 ), the number of exceedances registered in a year in each of the regional stations was standardised with respect to the actual number of days measurements were taken for. The values for each station, averaged for all 6 years taken into account, were compared with the daily limit which, standardised in the same way, equals 0.1.
   
5. The thresholds of concentration of nitrogen dioxide (NO2) in the air were defined by Ministerial Decree DM 60/2002 which takes into account Community Directive 1999/30/EC. The average annual limit is 40 µg/m3.
   
6. Deaths per 100 accidents