Tema. Journal of Land Use, Mobility and Environment (University of Naples)
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Un sistema di supporto alle decisioni per l’analisi dei conflitti derivanti dall’implementazione delle politiche di pricing
No full textIn recent years several European cities have introduced pricing policies as a tool for managing transport demand, especially to reduce traffic congestion and rebalance the modal split between private vehicles and mass-transit systems. Indeed, user behaviour brings about a User Equilibrium condition which does not correspond to overall utility maximisation and fails to take account of external costs. Hence, in order to achieve the efficient use of transportation systems (System Equilibrium), tolls can be charged on urban roads so that the social surplus is maximised. For several reasons (theoretical, political, social acceptability) it is impossible to charge “efficient tolls” (first-best solutions) proposed in the literature; therefore in real networks sub-optimal tolls (second-best solutions) are applied. Moreover, one of the main problems related to pricing policy application is their acceptability among community and/or social categories (such as shopkeepers, residents, commuters, etc.) leading to conflicts and oppositions.In this paper we analyse the effects on optimal fare design when pricing revenues are wholly or partly used for improving public transport. In particular, we formulate a model according to economic theory in a multimodal and multiuser context, where multimodal features are calculated explicitly on the network for each fare configuration. The model is applied on a trial network (built with heterogeneous values of relative accessibility among different traffic zones) and several second-best strategies are analysed with particular attention to the use of pricing revenue. Negli ultimi anni molte città europee hanno introdotto politiche di tariffazione come strumento di gestione della domanda di trasporto, in particolare per ridurre la congestione e riequilibrare la ripartizione modale tra trasporto individuale e collettivo. Infatti, il comportamento degli utenti conduce il sistema ad una condizione di Equilibrio dell’Utente (User Equilibrium) che non corrisponde alla massimizzazione dell’utilità globale e non prende in considerazione i costi esterni. Pertanto, al fine di raggiungere una configurazione efficiente nell’utilizzo dei sistemi di trasporto (indicata in letteratura come Equilibrio del Sistema – System Equilibrium), è necessario imporre una tariffazione sulle strade urbane in modo da massimizzare il surplus sociale. Per numerose ragioni (teoriche, politiche, sociali) è impossibile applicare “tariffe efficienti” (indicate in letteratura come first-best solutions); perciò sulle reti reali bisogna applicare tariffe sub-ottimali (second-best solutions). Inoltre, una delle problematiche principali dell’applicazione delle politiche di pricing è la loro “accettazione” da parte della comunità e/o di sue componenti (commercianti, residenti, pendolari, ecc.) che conduce a conflitti ed opposizioni.In questa nota, si analizza il problema del progetto delle tariffe ottimali nel caso in cui i ricavi siano investiti totalmente o parzialmente per migliorare il trasporto collettivo. In particolare, si formula un modello che sia multimodale e multiutente, in cui gli aspetti relativi alla scelta modale siano calcolati in maniera esplicita su rete in corrispondenza di ciascuna configurazione tariffaria. Il modello è applicato ad una rete test (costruita con differenti valori di accessibilità relativa tra le differenti zone), analizzando alcune strategie “second-best” con particolare riferimento al reinvestimento dei ricavi
Strumenti di valutazione della resilienza urbana.
No full textThe objective of this work is to highlight the aspects related to the resilient capacity of a neoecosistema. Clarifying what does it means to speak about a resilient neoecosistema and which are the specific characters that make him capable of change and adaptation when facing an environmental, social or economic threat, it will be possible to understand the efficacy related to the model of urban development. From the individuation of perturbing factors of this capacity, it will be possible to generate a panel of the resilient capacity linked to three different ambits that represent the three characteristic elements of natural ecosystems: its physic structure, the persons and the interaction processes between them so we would be able to make explicit the specific characters of resilience distinguished from those of sustainability and urban quality. L'obiettivo dell'approfondimento è di porre in evidenza quali siano gli aspetti legati alla capacità resiliente di un neoecosistema. Avendo infatti chiaro cosa voglia dire parlare di un neocosostema resiliente e quali siano i caratteri specifici che lo rendono capace di adattarsi e modificarsi in seguito ad una minaccia ambientale, sociale o economica, sarà possibile comprenderne l'efficacia rispetto all'attuale modello di sviluppo urbano. Partendo quindi dall'individuazione dei fattori di perturbazione di questa capacità, verrà approfondito un pannello di valutazione della capacità resiliente rispetto a tre distinti ambiti, che rappresentano i tre elementi caratteristici degli ecosistemi naturali: la struttura fisica dello stesso, le persone e i processi di interazione tra i due, in modo da poter esplicitare con chiarezza quali siano i caratteri specifici della resilienza rispetto al sostenibilità e alla qualità urbana
The New Cispadana Motorway. Impact on Industrial Buildings Property Values
No full textInfrastructures, through externalities, modify the territorial status quo: by creating advantages and disadvantages, they lead to inequalities and territorial cohesion problems, calling for a setup of territorial equalization mechanisms. In this paper, the estimation of the costs and benefits generated from the building of the new Cispadana regional motorway (Emilia-Romagna Region, Italy) is described. The study focuses on the price variations of the industrial buildings property values in the real estate market after the new motorway will be built, aiming at developing a forecasting method, which could be repeatable and applicable to other kinds of externalities. Thanks to the hedonic pricing method, which is recurring in transport literature, using a multiple linear regression model based on ordinary least squares method (OLS), the contribution of the accessibility on the industrial buildings' pricing has been isolated; it was then possible to forecast the rise in the industrial buildings prices that will be due to the accessibility variation produced by the new infrastructure. The purpose of such a procedure is the setup of equalization mechanisms, which can re-balance the territorial effects though he so-called “land value capture” tools. Thanks to a relatively quick phase of development and implementation, the described application could be used as a tool for the ex-ante evaluation of different infrastructure projects and as an ex-post analysis tool for the monitoring of an existing infrastructure. Finally, thanks to the chance to understand the contribution of each territorial feature to the final price of the good, this application could be very useful in participatory planning processes because it could provide a common knowledge base which could be used to support the public administration’s capability of negotiation with the private partner, both in the participatory planning processes and in the public-private partnership procedures.Infrastructures, through externalities, modify the territorial status quo: by creating advantages and disadvantages, they lead to inequalities and territorial cohesion problems, calling for a setup of territorial equalization mechanisms. In this paper, the estimation of the costs and benefits generated from the building of the new Cispadana regional motorway (Emilia-Romagna Region, Italy) is described. The study focuses on the price variations of the industrial buildings property values in the real estate market after the new motorway will be built, aiming at developing a forecasting method, which could be repeatable and applicable to other kinds of externalities. Thanks to the hedonic pricing method, which is recurring in transport literature, using a multiple linear regression model based on ordinary least squares method (OLS), the contribution of the accessibility on the industrial buildings' pricing has been isolated; it was then possible to forecast the rise in the industrial buildings prices that will be due to the accessibility variation produced by the new infrastructure. The purpose of such a procedure is the setup of equalization mechanisms, which can re-balance the territorial effects though he so-called “land value capture” tools. Thanks to a relatively quick phase of development and implementation, the described application could be used as a tool for the ex-ante evaluation of different infrastructure projects and as an ex-post analysis tool for the monitoring of an existing infrastructure. Finally, thanks to the chance to understand the contribution of each territorial feature to the final price of the good, this application could be very useful in participatory planning processes because it could provide a common knowledge base which could be used to support the public administration’s capability of negotiation with the private partner, both in the participatory planning processes and in the public-private partnership procedures
The Hospital System and the Urban Resilience
No full textIl concetto di resilienza risulta fondamentale per la tematica dei rischi naturali. Compito di un urbanista è quello di analizzare il territorio, costituito da diversi sistemi funzionali (es sanitario). In una città esistono elementi strategici che non devono perdere funzionalità durante o a seguito di un evento naturale; attraverso la definizione di scenari si potrebbero mettere in sicurezza quegli esposti capaci di non far collassare il sistema territorio.Nel paper si riporta una esperienza rivolta al sistema ospedale che, nel caso di un evento naturale, molto spesso risulta sia bisognoso sia erogatore di soccorso e la sua funzionalità deve essere garantita nel continuum. A riguardo si segnalano iniziative della Protezione Civile Italiana; in particolare la redazione di Piani di emergenza ospedaliera, che coprono problematiche quali incendio, inondazioni,...La metodologia riportata ha consentito la definizione di simulazioni di rischio per il sistema ospedale a servizio di relativi piani di emergenza. Approfondimento specifico è stato rivolto all’esposizione, determinata al variare delle ore di una giornata. Negli scenari è stato introdotto il parametro tempo.Necessario sarebbe che i nuovi “Piani di pianificazione ed emergenza ospedaliera” facessero parte integrante di Piani di protezione civile comunali, a loro volta allegati a Piani urbanistici comunali al fine di diventare strumenti operativi di quelle strategie e politiche necessarie ad accrescere la resilienza urbana.The concept of resilience is critical when addressing the issue of natural hazards. The role of an urban planner is to analyze the territorial system, consisting of several functional sub-systems (housing, education, health, etc..) and its vulnerability. In order to have a specific knowledge of the territory in question, before the occurrence of a disaster it would be necessary, for each functional system, analyze various aspects and define risk simulations. In a city, in fact, there are strategic elements that should not lose functionality during or following a natural event; the definition of specific scenarios could put structures exposed to risk on safety in order not to compromise the system. In this paper I report a specific experience of research carried out within the hospital system that, in case of occurrence of a natural event, is often simultaneously exposed, and therefore need of rescue, and it is a dispenser of rescue. It’s considered strategic because it has to ensure the functionality of its service regardless of the occurrence of external events, such as natural ones; its functionality must be ensured in the continuum. In today is not very thorough the scientific literature about the analysis of the hospital system in respect of such events. Given the importance of the theme there are several initiatives, also promoted by The Italian Civil Protection, in particular the drafting of hospital emergency plans, which cover issues such as fire, road accidents, floods, ... Interesting was the collaboration between the Italian Civil Protection Department with Applied Technology Council for the planning of a background paper intended for the preparation of earthquake emergency plans, within which there are also aspects of prevention such as the evaluation of seismic vulnerability of hospitals themselves. The described methodology has allowed the definition of risk simulations for the hospital system, starting from the determination of qualitative and quantitative indices of hazard, vulnerability and exposure in support of plan emergency hospital. Specific focus was directed to the exposure, determined dynamically, going to know how the situation changes in the hospital complex, depending on the passing of hours a day. In these scenarios we introduced the parameter “time”, concept of the time policies (actions for the quality of the urban conditions of life of its citizens, acting on the aspects of urban functions and times of their coordination). Case study is the town of Cuneo and the considered event is the earthquake. The new “Planning and emergency hospital Plans” could well be a step forward for the safety of the territory. These could be an integral part of the town civil protection plans (not only dedicated to the emergency but also to forecast), in turn attached to urban plans in order to become operational tools of strategies and policies needed to increase urban resilience
European funding for environment and mobility
No full textLa “Guida sui Programmi Europei di Finanziamento per l’Energia, l’Ambiente e la Mobilità sostenibile”, costituisce una rassegna dei più rilevanti programmi di finanziamento europei (periodo 2007-2013) per favorire il territorio e la mobilità. I programmi mirano a finanziari interventi e misure di politica e governance ambientale, informazione e comunicazione, sviluppo di prodotti, tecniche, e attività di ricerca finalizzate a ridurre le emissioni di CO2, la diminuzione della congestione stradale e dell’inquinamento, promuovendo ad esempio mezzi di trasporto più ecologici per il traffico delle merci europee. Il totale delle risorse messe a disposizione dai programmi si aggira sui 14 miliardi di euro, con modalità di finanziamento diverse e beneficiari appartenenti ad aree geografiche che includono l’Italia e il Mediterraneo. Una peculiarità di tali programmi consiste nel prevedere bandi (detti call) generalmente pubblicati su base annuale/semestrale, che permettono ai beneficiari di pianificare la partecipazione alla call successiva. Tali programmi rappresentano un’occasione di sviluppo per Regioni, come il Mezzogiorno, che necessitano di un maggiore sostegno per allinearsi ai livelli medi di crescita europea. La guida completa, è stata presentata dall’ANCE (Associazione Nazionale Costruttori Edili) e da Renael (Rete Nazionale delle Agenzie Energetiche Locali), il 22 marzo 2012, in occasione di EnergyMed (Mostra Convegno sulle Fonti Rinnovabili e l’Efficienza Energetica che si tiene annualmente a Napoli)The "Guide on the European Programmes Funding for Energy, the Environment and Sustainable Mobility" is an overview of the most significant European funding programs (in the period 2007-2013) to promote the territory and mobility. The programs are aimed at financial measures and measures of environmental policy and governance, information and communication, product development, technical and research activities aimed at reducing CO2 emissions, reducing road congestion and pollution, for example by promoting media greener transport for the traffic of European goods. The total resources made available by the programs is around 14 billion of euros, with financing arrangements and beneficiaries belonging to different geographical areas, including Italy and the Mediterranean. A peculiarity of these programs is to provide for notices (these calls) usually published on an annual/six monthly, which allow recipients to plan participation in the call later. These programs represent an opportunity for developing regions, such as the Southern Regions “Mezzogiorno”, who need more support to align with the average levels of growth in Europe. The complete guide, was presented by ANCE (National Association of Builders) and RENAEL (National Network of Local Energy Agencies), March 22, 2012, during EnergyMed (Exhibition and Conference on Renewable Sources and Energy Efficiency that held annually in Naples)
La dispersione nella regione di Barcellona e il PTMB 2010
No full textThe Barcelona metropolitan region is composed of 164 municipalities distributed over an area of about 3234 sq km with a population of 5 million inhabitants. In the last decades, the growth of metropolitan region has been characterized by some critical problems: high land occupation, dispersed occupation of the territory, low building density, considerable fragmentation and high specialization (residential developments, commercial centers, industrial areas, etc), growing social segregation. The sprawl, together with changes in economic and social structure, caused a loss of landscape and environment values in the territory, a reduction of natural areas, involving an increase in consumption of resources. The sprawling development was already evident in the early 1970s, and a study of dynamic of the sprawl was conducted to show the main features of this process. The morphology of discontinuity, fragmentation and heterogeneity are common features of the metropolitan regions in Southern Europe. The changes from the traditional compact city to a dispersed one caused important effects in the functioning of the territories and in the lifestyles of their users. The main problems addressed by the plan have been identified in the sprawl, the territorial fragmentation and the growing social segregation. The adoption of the Barcelona Metropolitan Plan is a notable innovation in the scenario of spatial planning and urban policies in Catalonia. In fact, the PTMB, that comes to close more than 40 years of controversy and failed attempts, presents some aspects of particular interest and represents a planning tool providing a methodology for administrative and political management for the future. The plan has been proposed by regional government in concert with municipalities through an interesting participatory process that has secured a broad consensus. The plan structure founded on three main systems: Open Spaces, Settlements and Infrastructures; all of them providing strategic solutions and detailed analysis of the different parts of territory , in order to reach a balanced future asset.La regione metropolitana di Barcellona, comprendente 164 comuni distribuiti su un territorio di 3234 kmq ed ospitante una popolazione di 5 milioni di abitanti, si è dotata recentemente del Piano Metropolitano Territoriale, strumento di pianificazione a carattere regionale che costituisce una sperimentazione metodologica e politico amministrativa per la gestione dello sviluppo urbanistico della capitale catalana. I principali problemi riconosciuti ed affrontati dal piano sono stati individuati nella dispersione insediativa, nella frammentazione territoriale e nella crescente segregazione sociale. Dell’intero suolo occupato da funzioni residenziali, quasi la metà è costituito da insediamenti dispersi che si sono andati consolidando lungo l’intera seconda metà del Novecento, determinando trasformazioni fisiche ed infrastrutturali accompagnate da modifiche del sistema produttivo, da accentuate dinamiche demografiche nonché da nuovi stili di vita. Il PTM (Piano Territoriale Metropolitano) approvato nel 2010 ha affrontato strategicamente le tre questioni rispettivamente con compattezza fisica, complessità funzionale e coesione sociale, al fine di ricostruire un’armatura urbana capace di sostenere le previsioni di crescita della regione. Il modello territoriale ha predisposto soluzioni strutturali per i tre macrosistemi degli spazi aperti, insediamenti e infrastrutture della mobilità, fornendo soluzioni strategiche e di dettaglio alle diverse parti del territorio pervenendo ad un equilibrato assetto del territorio
The "RUR" coordination for the progress of the scientific Reviews on Urban and Regional Planning
No full textThe effect of central metro stations on real estate values. A case study of Thessaloniki, Greece
No full textAlmost all of the most populated cities in the world have invested heavily on high capacity urban public transit systems. Apart from the direct economic benefits –travel time reduction, environmental benefits, some indirect benefits are the increase in real estate values (residential and commercial), improved accessibility and possible land use changes towards the development of an area. This study investigates the impact of the future central metro stations of Thessaloniki on real estate values. Real estate values can increase up to 11,3% at a distance shorter than 50 m and gradually decrease up to -14% for a distance greater than 500 m. A hedonic analysis is presented so as to determine the influence of metro stations to 52 commercial properties. The results of the investigation indicate that the changes in market are not necessarily connected or totally attributed to the construction of the metro stations. Instead interesting results show that in some cases common belief about the impact of urban public transit systems can be slightly different.Almost all of the most populated cities in the world have invested heavily on high capacity urban public transit systems. Apart from the direct economic benefits –travel time reduction, environmental benefits, some indirect benefits are the increase in real estate values (residential and commercial), improved accessibility and possible land use changes towards the development of an area. This study investigates the impact of the future central metro stations of Thessaloniki on real estate values. Real estate values can increase up to 11,3% at a distance shorter than 50 m and gradually decrease up to -14% for a distance greater than 500 m. A hedonic analysis is presented so as to determine the influence of metro stations to 52 commercial properties. The results of the investigation indicate that the changes in market are not necessarily connected or totally attributed to the construction of the metro stations. Instead interesting results show that in some cases common belief about the impact of urban public transit systems can be slightly different
