Tema. Journal of Land Use, Mobility and Environment (University of Naples)
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L'analisi di Scenario. Verso un cambiamento nel paradigma del consumo di suolo
No full textThe processes of urbanization affecting the modern world have seen the explosion of the city and the transformation of compact and well defined structures in agglomerations with a seamlessly expansion. This has sparked a number of social and economic consequences that have impacted on the city, on the urbanized areas, and on the surroundings. The usage of the term “sprawl” to define the process of expansion of the human agglomerations dates back to eighty years ago, about, and from that period countless researches were done on the argument, also if it is open the question about the future trends of the city; if it is clear that the expansive model is still winning, it is equally necessary to identify new models that can better interpret the needs for a new attention to the territory and its environment. For this purpose the paper explores the feasible use of the scenario analysis as tool for defining the potential evolutionary paths of the city. Particular attention is placed on the construction of de-urbanization’s scenarios, namely the set of reorganization’s hypotheses of urban structures focused on the compaction of their physical size and on the maximizing of the number of residents and users. The paper seeks to deepen the possible trajectories of de-urbanization and of urban and territorial reorganization stretched to reverse the diffusion and expansive processes at the metropolitan level. The paper initially defines the characters of the processes of urbanization, also with reference to some research’s models. The second part investigates the use of scenarios for the construction of evolutionary trends. The third, finally, examines the trends comparing the processes of urban growth and of de-urbanization.I processi di urbanizzazione che interessano il mondo moderno hanno visto l’esplosione della città e la trasformazione di strutture compatte e ben definite in agglomerazioni caratterizzate da espansione senza fine. Ciò ha portato molte conseguenze sociali ed economiche che hanno avuto un impatto sulla città, sulle aree urbanizzate e sulle aree di intorno. L’uso del termine “sprawl” per definire il processo di espansione delle agglomerazioni umane risale a circa ottanta anni fa e da questa data moltissime ricerche sono state portate avanti sull’argomento, anche se è ancora aperta la discussione relativa alle tendenze future della città; se è chiaro che il modello espansivo è ancora vincente, è allo stesso tempo necessario identificare nuovi modelli che possono meglio interpretare la necessità di una nuova attenzione al territorio e al suo ambiente. Per questo motivo il paper esplora il possibile uso dell’analisi di scenario come strumento per definire potenziali percorsi evolutivi della città. Particolare attenzione è posta sulla costruzione di scenari di de-urbanizzazione, ossia sull’insieme di ipotesi di riorganizzazione di strutture urbane focalizzate sulla compattazione della loro dimensione fisica e sulla massimizzazione del numero di residenti ed utenti. Il paper vuole approfondire le possibili traiettorie di de-urbanizzazione e di riorganizzazione urbana e territoriale tendenti ad invertire la diffusione e i processi espansivi a livello metropolitano. Nella parte iniziale vengono definiti i caratteri dei processi di urbanizzazione, anche con riferimento ad alcuni modelli di ricerca. La seconda parte approfondisce l’uso degli scenari per la costruzione di tendenze evolutive. La terza, infine, esamina le tendenze comparando i processi di crescita urbana con quelli di de-urbanizzazione
Analyses and Surveys on Urbanized Areas through MIVIS Techniques: Data Classification Applied to the City of Pomezia, Rome.
No full textIn questo lavoro, con un carattere originale ed innovativo, si è voluto analizzare una porzione del territorio del Comune di Pomezia (Rm) acquisita attraverso dati telerilevati, con un volo MIVIS (Multispectral Infrared and Visible Imaging Spectrometer) ad una quota di 1.500 metri. Infatti, l’elevata risoluzione spettrale e la buona risoluzione spaziale, del sensore MIVIS permette di fornire informazioni uniche, per lo studio e la comprensione di realtà complesse e diversificate come appunto le aree antropizzate. Lo studio è rivolto alla città di Pomezia, una Città di Fondazione, che nel corso dei suoi oltre 70 anni di vita, ha visto in breve tempo cambiare la sua storia, passando da borgo rurale a centro industriale del Lazio. Questo in virtù sia della sua vicinanza con Roma, che con l'inclusione del suo territorio nelle politiche di sviluppo economico della Cassa del Mezzogiorno. Tutto ciò ha comportato una forte industrializzazione fino agli anni ’90, che ha visto crescere le aree industriali e l’area urbana in tempi rapidi ed in assenza, o quasi, di pianificazione, a cui è seguito un progressivo processo di deindustrializzazione, tutt’ora in corso. L’elaborazione dei dati MIVIS, ottenuta con la classificazione, ha permesso di realizzare un riconoscimento spaziale e spettrale di elementi e materiali presenti al suolo, con una buona scala di dettaglio. Inoltre, attraverso le informazioni statistiche, sono state tratte osservazioni e considerazioni sull’evoluzione del territorio, evidenziando aspetti ambientali come il consumo e impermeabilizzazione del suolo, un fenomeno irreversibile, legato alla progressiva ed incontrollata espansione della città, e delle aree industriali limitrofe. Un grave problema ambientale che comporta la perdita di superfici agricole con conseguenze sulla biodiversità e qualità paesaggistica, determinano la dissipazione della risorsa suolo destinata a tradursi in grave limite per l’ambiente e per il suo futuro.This paper is aimed at investigating, in an original and innovative manner, a portion of the territory of the Municipality of Pomezia (Rome) by means of remotely sensed data. The airborne MIVIS (Multispectral Infrared and Visible Imaging Spectrometer) imagery was acquired from an altitude of 1 500 m. In fact, the high spectral and good spatial resolution of the MIVIS sensor allowed to provide important information helping us study and better understand complex and diversified situations, such as anthropized areas. The site taken into consideration for this study belongs to the city of Pomezia. Founded more than 70 years ago, Pomezia, originated as rural suburb, has become an important industrial district of Lazio Region territory thanks to its location near Rome and to the fund for the development of Southern Italy. This led to a massive industrialization up to the 90s, a period when industrial activities and urban areas evolved very rapidly without, or in part without, a urban planning followed by a progressive de-industrialization process which is still under way. MIVIS data processing technique, through the classification of objects and materials within urban areas, allowed us to discriminate, with a good level of detail, the distribution of the different spectral classes. Moreover, from a first reading of the View Statistics Files, we can deduce considerations on the evolution of the territory, emphasizing some important environmental aspects, such as the diffuse waterproofing of soils. In fact, we can notice a situation of messy urban and industrial areas growth with high percentages of waterproofed surfaces that are impossible or difficult to reverse. This is a serious environmental issue which led to the loss of vegetation surfaces, increasing negative effects both on the biodiversity and landscape quality which bring about the dissipation of valuable resources, such as the soil, that will represent a serious concern for the environment in the future
Searching for Ariadne’s thread. Some remarks on urban resilience and orientation
Get PDFThis paper concerns the methods of analysis of the configuration of the urban grids. More in details, it will focus on the configurational approach to the analysis of urban settlements, briefly presenting the different methods and techniques it has inspired, sketching their features, highlighting their actual utility and reminding their respective advantages and limits. Moreover, it will propose the use of some further configurational parameters, suitable for describing and reproducing interesting features of urban settlements; more in details, it will cast attention onto the richness and the variety of paths within a settlement, what makes it resilient, that is capable of sustaining changes and transformations without radically modifying its inner geography. Such parameters have been tested on the case studies of Pisa and Venice, which can easily be recognised as particularly relevant and significant, in that the results they provide are diametrically different. Those outputs will then be presented and discussed; the findings are suitable for suggesting resilience as a singular clue for urban orientation, so that the configurational techniques can be proposed as a tool for evaluating and predicting this spatial attitude, here finding an Ariadne’s thread for urban wayfinding.This paper concerns the methods of analysis of the configuration of the urban grids. More in details, it will focus on the configurational approach to the analysis of urban settlements, briefly presenting the different methods and techniques it has inspired, sketching their features, highlighting their actual utility and reminding their respective advantages and limits. Moreover, it will propose the use of some further configurational parameters, suitable for describing and reproducing interesting features of urban settlements; more in details, it will cast attention onto the richness and the variety of paths within a settlement, what makes it resilient, that is capable of sustaining changes and transformations without radically modifying its inner geography. Such parameters have been tested on the case studies of Pisa and Venice, which can easily be recognised as particularly relevant and significant, in that the results they provide are diametrically different. Those outputs will then be presented and discussed; the findings are suitable for suggesting resilience as a singular clue for urban orientation, so that the configurational techniques can be proposed as a tool for evaluating and predicting this spatial attitude, here finding an Ariadne’s thread for urban wayfinding
Resilience? Insights into the role of Critical Infrastructures Disaster Mitigation Strategies
No full textCritical infrastructures (CI) systems provide essential services “for the maintenance of critical societal functions, including the supply chain, health, safety, security and economic or social well-being of the people” (European Commission, 2008). These systems are exposed to a great number of hazards and threats, which may result in severe consequences for the population, the socio-economic system, and the environment. The issue is particularly relevant at urban level, where the disruption of one CI system can propagate to the other systems and paralyze the entire area. It is therefore necessary, not only to protect CIs through Critical Infrastructure Protection (CIP) strategies, but also to enhance the resilience of these areas. This article aims thus at providing some insights related to the evolution of the critical infrastructures disaster mitigation strategies from the sole protection towards resilience: what kind of strategies based on resilience can be developed to address CIs disruption at local or regional level? To what extent do these strategies contribute to increase the resilience level of the entire urban or metropolitan area? The first section focuses on the urban critical infrastructures systems as well as on the way their disruption can impact urban areas. The second section provides with some examples of key measures to operationalize resilience in the field of critical infrastructure disaster mitigation strategies. The last section highlights how the key measures developed to enhance the resilience against CI disruptions can benefit also to broader urban resilience. Critical infrastructures (CI) systems provide essential services “for the maintenance of critical societal functions, including the supply chain, health, safety, security and economic or social well-being of the people” (European Commission, 2008). These systems are exposed to a great number of hazards and threats, which may result in severe consequences for the population, the socio-economic system, and the environment. The issue is particularly relevant at urban level, where the disruption of one CI system can propagate to the other systems and paralyze the entire area. It is therefore necessary, not only to protect CIs through Critical Infrastructure Protection (CIP) strategies, but also to enhance the resilience of these areas. This article aims thus at providing some insights related to the evolution of the critical infrastructures disaster mitigation strategies from the sole protection towards resilience: what kind of strategies based on resilience can be developed to address CIs disruption at local or regional level? To what extent do these strategies contribute to increase the resilience level of the entire urban or metropolitan area?The first section focuses on the urban critical infrastructures systems as well as on the way their disruption can impact urban areas. The second section provides with some examples of key measures to operationalize resilience in the field of critical infrastructure disaster mitigation strategies. The last section highlights how the key measures developed to enhance the resilience against CI disruptions can benefit also to broader urban resilience
The Relationship between Urban Structure and Travel Behaviour: Challenges and Practices
No full textSince urban structure indicators influence travel behaviour, they have been widely studied. The goal of these studies was identifying effective factors to have sustainable transport patterns. However, investigating these factors has been problematic and the results are not reliable enough to be used universally. There are two main reasons for this:firstly, because socio-economic indicators impact neighbourhoods with comparable design differently; and secondly, factors such as income, and age, as well as self-selection factors are not easy to be evaluated. This paper addresses challenges and practices in this area to propose new objectives for further studies that cover previous shortcomings
Trasformazioni urbane nelle capitali post-unitarie: Torino, Firenze, Roma
No full textThe Italian political unification is a process starting in 1861. The next ten years, until the freeing of Rome, are a period of strong changes because the the new nation starts by heavier backwardness conditions compared to other European nations.The basic conditionings that bound the new nation are summarized in some causes: an underdeveloped economic system where there are areas of industrial development; a significant shortage of mineral and energy resources; and an urban structure that is still that of the sixteenth century, the last brightness period of the Italian cities. The same internal communication system is composed of a basic road network which is still one of Roman origin and of isolated sections of rail network, with few links among the pre-unity nations.Particular attention should be paid on the impact of the economic processes on the cities: they have a strong impact on European cities since the early nineteenth century, but their impact on Italian cities (beginning from the main northern cities, Milan and Turin) is more limited, if compared with the transformations concerning other continental cities.The unification starting from 1861 imposes additional critical elements, because the Italian urban structure is not ready to the event, particularly for the choice of the capital city. A city that can rightfully define itself as capital exists, and it is Turin; but it is peripheral to the rest of the Italian territory. Furthermore there is an in pectore capital city, Rome, that is the symbolic centre of the Italian history. But the city has to wait another ten years to join to the rest of Italy. The solution is to temporarily move the capitol to Florence, even if nobody explicitly says it to Florentines! The step from Turin to Florence, and from Florence to Rome sets in motion a complex organizational mechanism and a significant money‘s amount, invested in the effort to bring the two cities to the new role.Before Florence, then Rome (two cities that represent a fundamental part of artistic and cultural national heritage) see the opportunity to modernize their urban structure. Urban plans are also formed for this purpose, although the instruments are deficient in relation to their technical capacity and the public administrations have low authority in the driving of the transformations. Instead, private investors and national and international banks will have open hand, facilitated from the new liberal State that will not hinder the freedom of action of private capitals.The paper want to identify the major changes occurred in the three capital cities (Turin, Florence, and Rome) investigating the urban processes and the main events in the period from 1861 to 1900. The unification acts on the three cities in different ways. In 1861 they are very different from each other, with a single similar factor, the number of inhabitants (about 150,000 each). The process of building of the new nation acts on the cities changing even more their characters and extending their differences.La costruzione dello stato unitario, avvenuta nell’arco di un decennio (1861-1871) portò alla necessità di spostare la capitale del Regno in un percorso di avvicinamento a Roma. Da Torino la capitale fu prima spostata a Firenze (1865), poi nel suo luogo naturale, Roma (1871). Gli spostamenti non comportarono solo conseguenze di ordine politico. Esse portarono anche alla necessità di intervenire sulla struttura urbana delle città per renderle capaci di accogliere la nuova funzione. Sia Torino che Firenze che, in misura maggiore, Roma, subirono rilevanti trasformazioni urbane, nel solco dei processi trasformativi che interessarono le città Ottocentesche d’Europa.Obiettivo dell’articolo è:- analizzare i caratteri urbanistici delle città al 1861;- individuare le trasformazioni riconducibili al loro status di capitale;- definire gli impatti di tali azioni fino ai giorni nostri- individuare gli influssi causati dall’evoluzione delle infrastrutture di trasporto sulla struttura urbana
Traces in the Landscape. Re-interpreting the Linear Infrastructure
Get PDFThe gap between the infrastructure project and landscape design, between engineering works and quality of urban space, is a fact. The causes of poor integration are different, between these the indifference of the spaces of mobility with regard to nature and the stratification of places, the poverty figurative of many design solutions, the concept of a space transport as an element strictly monofunctional that usually does not integrate different uses and activities, as a purely technical solution to the shape of the city, almost never designed as an element of the regeneration of landscape, but as an exclusive place of movement and crossing. The infrastructure project is combined with the search for a new spatial quality, when the technical and morphological solutions conceive infrastructure not as an isolated element, foreign or superimposed on the context, but as part of the process of construction-regeneration of the landscape. In particular, the project for the rehabilitation and re-functionalization of linear infrastructures can become an opportunity to re-establish significant relations/interactions between parts of the city and territory, for the redevelopment and enhancement of places where the cultural and historical heritage and the landscape are a substantial source. The theme of inclusion of linear infrastructure in the landscape is declined in the following paragraphs by examining some experiences already implemented or being planned, extreme cases chosen according to their symbolism and the specific context, to assess the application and testing of innovative architectural designs and new planning proposals in areas which, although are confronted with problems related to lack of infrastructure and needs in the functional reorganization, appear to be highly stratified and places with substantial value and identity. The aim is to bring out the complexity of the search for design solutions for infrastructure that intersect very different situations and contexts (relations between “linear system”, “figures” and “sections”) where it is necessary to put together technical and constructive solutions with historical and/or morphological singularity, or infrastructure that represent and express themselves (also with the architectural choices) the context through enhancing the landscape, or infrastructure where is dominant the issue “perceptual”, the dynamic component or dimension of time, etc.The gap between the infrastructure project and landscape design, between engineering works and quality of urban space, is a fact. The causes of poor integration are different, between these the indifference of the spaces of mobility with regard to nature and the stratification of places, the poverty figurative of many design solutions, the concept of a space transport as an element strictly monofunctional that usually does not integrate different uses and activities, as a purely technical solution to the shape of the city, almost never designed as an element of the regeneration of landscape, but as an exclusive place of movement and crossing. The infrastructure project is combined with the search for a new spatial quality, when the technical and morphological solutions conceive infrastructure not as an isolated element, foreign or superimposed on the context, but as part of the process of construction-regeneration of the landscape. In particular, the project for the rehabilitation and re-functionalization of linear infrastructures can become an opportunity to re-establish significant relations/interactions between parts of the city and territory, for the redevelopment and enhancement of places where the cultural and historical heritage and the landscape are a substantial source. The theme of inclusion of linear infrastructure in the landscape is declined in the following paragraphs by examining some experiences already implemented or being planned, extreme cases chosen according to their symbolism and the specific context, to assess the application and testing of innovative architectural designs and new planning proposals in areas which, although are confronted with problems related to lack of infrastructure and needs in the functional reorganization, appear to be highly stratified and places with substantial value and identity. The aim is to bring out the complexity of the search for design solutions for infrastructure that intersect very different situations and contexts (relations between “linear system”, “figures” and “sections”) where it is necessary to put together technical and constructive solutions with historical and/or morphological singularity, or infrastructure that represent and express themselves (also with the architectural choices) the context through enhancing the landscape, or infrastructure where is dominant the issue “perceptual”, the dynamic component or dimension of time, etc
L'Italia unita...dalle infrastrutture
No full textThe events that led to the proclamation of the Reign of Italy in 1861, after the heroic actions by Garibaldi and the wise politics by Cavour, opened a new stage in Italian history. This is an important moment for a country that had always lived divisions among different political parties and had always been dominated by foreign rulers. The Italian state was created in an important historical period made of technical and economical development thanks to several technological inventions, such as textile machines, the train, the electrical telegraph. These inventions needed also a development in communications. Soon after the Unity of Italy the conditions of the last ones were considerably backward. From the physical geographical viewpoint, the distance between the two extremes of the peninsula, leaving out also the two main isles, was longer than that of all the other European Countries. Besides, just in the Po Valley and along few flat coast lines the relief conditions were suitable for building roads, railways and modern highways. Currently all that is clear: there a few stretches without flyovers, bridges, tunnels and viaducts, which have greatly contributed to transform the landscape (for example the link Genoa – Savona, belonging to highway Fiori – Genova/Ventimiglia – opened in 1967, includes 158 km built along the coast with 27 galleries and 90 viaducts). Historically the “entries of Italy” were the alpine passes and the ports on the coast. The “Belpaese” has been perhaps the most famous example of what the geographer Jean Gottmann called the “crossroads regions” (carrefours) with openings to the world which have given them great opportunities to connect and exchange. In the globalization age the new entries to the world are the international airports, while the telematic networks contribute to get rid of the idea of border itself. A journey to discover the thick and wide realization of communications and telecommunications works which, in different ways, have created “ the united and connected Italy”, with a huge effort being greater than the one of the other European Countries, for historical, geographical and urban planning reasons. Networks being fundamental not only for the economic growth and development, but also to build the national society and conscience.The events that led to the proclamation of the Reign of Italy in 1861, after the heroic actions by Garibaldi and the wise politics by Cavour, opened a new stage in Italian history. This is an important moment for a country that had always lived divisions among different political parties and had always been dominated by foreign rulers. The Italian state was created in an important historical period made of technical and economical development thanks to several technological inventions, such as textile machines, the train, the electrical telegraph. These inventions needed also a development in communications. Soon after the Unity of Italy the conditions of the last ones were considerably backward. From the physical geographical viewpoint, the distance between the two extremes of the peninsula, leaving out also the two main isles, was longer than that of all the other European Countries. Besides, just in the Po Valley and along few flat coast lines the relief conditions were suitable for building roads, railways and modern highways. Currently all that is clear: there a few stretches without flyovers, bridges, tunnels and viaducts, which have greatly contributed to transform the landscape (for example the link Genoa – Savona, belonging to highway Fiori – Genova/Ventimiglia – opened in 1967, includes 158 km built along the coast with 27 galleries and 90 viaducts). Historically the “entries of Italy” were the alpine passes and the ports on the coast. The “Belpaese” has been perhaps the most famous example of what the geographer Jean Gottmann called the “crossroads regions” (carrefours) with openings to the world which have given them great opportunities to connect and exchange. In the globalization age the new entries to the world are the international airports, while the telematic networks contribute to get rid of the idea of border itself. A journey to discover the thick and wide realization of communications and telecommunications works which, in different ways, have created “ the united and connected Italy”, with a huge effort being greater than the one of the other European Countries, for historical, geographical and urban planning reasons. Networks being fundamental not only for the economic growth and development, but also to build the national society and conscience