Tema. Journal of Land Use, Mobility and Environment (University of Naples)
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Pedalando in Marmilla sulle tracce della vecchia ferrovia
Get PDFThe project re-discovers a stretch of disused track of Sardinia’s complementary railway and re-uses it as a cycle lane: a greenway surrounded by the landscapes of Marmilla (Medio Campidano Province, Sardinia) that is both a tourist route and a network for an alternative mobility that connects seven villages in the territory.The fact that only cyclists and walkers can go through this route makes this essentially an alternative means to explore the area, with the aim of creating a new way to represent the Island, not only for visitors but for the inhabitants themselves.The old stations and the signal boxes still present along the green artery can be recovered as access/refreshment/information nodes of the network.In particular the stations, still in good conditions, can be employed as rest-stops, information-points and small showrooms for temporary or permanent exhibitions, in which local artists display their handcrafts. In the stations equipped with other service building in the immediate vicinity, small guesthouses that can accommodate the short-stay tourists have also been planned.On the other hand, the strong degradation where the signal boxes are only allows the recovery of this places as heritage sites where the ruins remain silent witnesses, telling travelers about local life long gone.These points have been provided with parking areas equipped with street furniture (seating systems, fountains, bicycle racks, etc.), Mediterranean scrub and appropriate information systems through which visitors can obtain information on the bike path and the secondary ramifications directed to the attractions in the surroundings.The whole area, in fact, is rich with sites of great value (Nuragic architecture, medieval buildings, disused mines, places of worship, etc.) therefore the cycle-lane would be the main vector for travelers to access the numerous secondary naturalistic, historical, architectural and also gastronomic pathways that distinguish the surrounding area.In this way the cultural and natural resources of the area would be more accessible to visitors and, at the same time, it would strengthen the bond between the inhabitants and places. The project is part of an alternative vision of development that passes through the valorization of the local resources such as traditional agriculture products, the artistic crafts, cultural and natural tourism and small business, supported by local knowledge deeply rooted in the territory. So the project wants not only to cherish the memory of places, but also to reinterpret their signs as potential components of productivity in the future. Becoming aware of their own peculiar and intriguing culture and understanding this territory, residents first and travelers after will feel the need to protect and promote this charming region.Il progetto ha come obiettivo la riqualificazione di un tratto dismesso delle Ferrovie Complementari Sarde e ne propone il riutilizzo come pista ciclabile: una greenway immersa nei paesaggi della Marmilla (Provincia del Medio Campidano, Sardegna) che sia al tempo stesso un percorso turistico e una rete infrastrutturale per una mobilità alternativa. Lungo questa nuova arteria verde si propone il recupero dei caselli e delle stazioni ancora presenti sul luogo, quali nodi di accesso/ristoro/informazione della rete.In questo modo le risorse storico-culturali e paesaggistico-ambientali del territorio sarebbero maggiormente fruibili dai visitatori e, parallelamente, il legame fra gli abitanti e i luoghi si rafforzerebbe. Il progetto si inserisce all’interno di una visione alternativa di sviluppo che passi dalla valorizzazione delle risorse locali, quali le produzioni dell’agricoltura tradizionale, l’artigianato artistico, il turismo culturale e naturalistico e la piccola impresa, sostenute da saperi locali fortemente radicati nel territorio.Tutta l’area è ricca di siti di particolare pregio (architettura nuragica, edifici medioevali, complessi minerari dismessi, luoghi di culto..), cosicchè la pista ciclabile costituirebbe il vettore principale dal quale il visitatore potrebbe accedere ai numerosi percorsi secondari di carattere naturalistico, archeologico–storico–architettonico ed anche enogastronomico che innervano il territorio circostante
Indicatori per la mobilità sostenibile: la Provincia di Napoli
Get PDFMobility is a major component in ensuring freedom of movement and good quality of life. It is strictly associated to the concept of sustainability, considering that more than 70% of European citizens live in urban areas.Traffic volumes and congestion, air quality, noise pollution, consumption of non renewable resources, greenhouse gas emissions, social exclusion and urban sprawl are significant challenges to achieve sustainable urban mobility. This is one of the most important goals of the Coordination Plan of the District of Naples (PTCP). In this paper, we show the process of research, selection, valuation, weighting and synthesis of a set of indicators to monitor sustainable mobility during the realization process of the PTCP.Two urban areas lacking infrastructure connections are considered: North Naples and Giuglianese. According to the Planning Code, the GIS Office and the Planning Office are responsible for choosing the set of indicators and its application, and for evaluating if the goals of the PTCP are achievable and if corrective actions should be undertaken as well.The Environmental Report attached to the Plan sets down to link each topic of the plan to a unique index resulting from a set of specific indicators. One of the results of this study was the selection of 22 indicators for sustainable mobility.They were the outcome of the intersection between the lists available in scientific literature and the databases available for the District of Naples. As set down by the PTCP Planning Code, a top down approach was adopted Therefore indicators were selected by technicians. However, a bottom up approach, i.e. citizenship and stakeholders select indicators, would have resulted in a more transparent process. This study applied a rating method named allocation of budget to weight indicators. Weights determined the importance of each indicator compared to the others.After the weighting procedure, the aggregation of indicators into a single complex index could take place. The main result of this research was the design and implementation of a database via a GIS. Not only could this GIS be updated, but it could also convert information within each indicator into a single complex index. It could immediately give the trend towards sustainable mobility.The database was useful to compare either a zone of the district in different times or different areas of the district at the same time. In addition, the process of building indices could help transparency in planning procedures and social learning through the appraisal process, if citizenship and stakeholders had been involved. The combined use of participatory techniques and multiple criteria analysis takes conflicting interest into account and is the only way to solve them in a common vision.The method implemented in this research should be applied to planning process as well and should involve most of the society.La mobilità rappresenta un fattore fondamentale per garantire una buona qualità della vita in quanto consente l’accessibilità a beni e servizi. Essa costituisce uno dei temi principali del Piano Territoriale di Coordinamento Provinciale (PTCP) di Napoli. In questo studio è illustrato e discusso il processo di ricerca, selezione, valutazione, attribuzione di pesi e sintesi di un set di indicatori finalizzato al monitoraggio della mobilità sostenibile durante la realizzazione del PTCP. Le Norme Tecniche di Attuazione (NTA) del Piano prevedono esplicitamente che l’ufficio SIT, in accordo con l’ufficio di Piano, selezioni un set di indicatori e lo applichi al PTCP nella sua fase di realizzazione, per verificare se gli obiettivi assunti nel piano sono raggiungibili e se è necessario intraprendere azioni correttive. L’area oggetto di studio è data da due Sistemi Territoriali di Sviluppo (STS) che presentano notevoli carenze infrastrutturali: Area Nord e Giuglianese. Inoltre il Rapporto Ambientale allegato al PTCP prevede la sintesi degli indicatori in un indice complesso per ciascuno dei temi affrontati nel Piano. La ricerca, che ha portato alla selezione di 22 indicatori, è stata implementata attraverso la realizzazione di un GIS, che consente la combinazione di una serie complessa di dati. In questo modo è stata costruita una banca dati aggiornabile a supporto delle decisioni nella fase di implementazione del piano. Questa procedura può trovare applicazione in ogni fase della VAS (Valutazione Ambientale Strategica) e della VIA (Valutazione di Impatto Ambientale).
Infrastrutture e pianificazione nella Napoli dell’Ottocento
No full textNaples in the middle of nineteenth century is a “construction site” for industrial and residential development at the same of other great towns (London, Paris, Wien) that realized interventions in Europe.During the reign of Ferdinando II di Borbone (1830-59) were realized a project that previded for an industrial quarter at east and a residential part in the western city, and in the territory constructions provincial roads, bridge connection (Garigliano and Calore rivers), infrastructures and railways (Napoli-Portici, 1839).After “Unit of Italy” (1861) same architects and engineers (Luigi Giura, Errico Alvino, Antonio Francesconi, Gaetano Genovese and others) that work in preceding regime will continue to project of construction city stand guarantor for the operational continuity.In the second half of nineteenth century there will be many problems for to realize projects and planning until 1884 when begin special “Risanamento plan” after epidemic cholera problem.In the 1887 the Municipality of Naples define a particulary plan of a “Industrial District” that will be not realized in the same area that in the present wait for solution one more time.Naples in the middle of nineteenth century is a “construction site” for industrial and residential development at the same of other great towns (London, Paris, Wien) that realized interventions in Europe.During the reign of Ferdinando II di Borbone (1830-59) were realized a project that previded foran industrial quarter at east and a residential part in the western city, and in the territory constructions provincial roads, bridge connection (Garigliano and Calore rivers), infrastructures and railways (Napoli-Portici, 1839).After “Unit of Italy” (1861) same architects and engineers (Luigi Giura, Errico Alvino, Antonio Francesconi, Gaetano Genovese and others) that work in preceding regime will continue to project of construction city stand guarantor for the operational continuity.In the second half of nineteenth century there will be many problems for to realize projects and planning until 1884 when begin special “Risanamento plan” after epidemic cholera problem.In the 1887 the Municipality of Naples define a particulary plan of a “Industrial District” that will be not realized in the same area that in the present wait for solution one more time
Mobilità sostenibile a Lione: dovremmo impiccare gli automobilisti?
No full textIncriminated for negative externalities such as both local and global pollution, noise, sealing extension or public space high consumption, private cars have been perceived as a factor of un-sustainable mobility since the early 80’s by urban planners and designers. In the new paradigm of the so-called “sustainable city” urban planners and designers target now a modification of social behaviour and particularly social mobility practices. The production of transport alternatives and restrictions to automobiles in city centres through car-parking limitations and fare systems as developed in urban mobility plans (Plans de Déplacements Urbains) are unfortunately too weak to generate a modal shift ripple-effect in French cities. Considering the last issue of the French national institute of statistics and economic studies’ survey (Hubert, 2009) the modal-share in favour of car-transit remains the same for the period of time between 1994 and 2008 for the biggest French cities, in spite of steady efforts for the development of public transportation alternatives such as the diffusion of the tramway’s comeback (from Grenoble 1986, to Dijon 2013). According to a series of relatively recent research papers (Kaufmann, 2002 ; Lefevre & Offner, 1990) focused on the “economically irrational” behaviour of the majority of private-car drivers concerning the question of modal shift, a research framework has been developed. This frameworks specially focuses on the disconnect between the rationalities of resistant car-driver’s social mobility practices in the metropolitan space, compared to the rationale of urban mobility masterplans has, assuming that user’s “tactics” answer planner’s “strategies” (De Certeau, 1990). This approach of identifying this disconnect between rationalities in planning and rationalities in social practices in the urban mobility context is aimed to extend to the complex perception of urban environments by car-drivers, to identify new targets of modal-split policies to be structured as new action-levers. This perception will deal with several issues orchestrated through urban design projects such as public spaces, physical distances or parking constraints. The second main issue of this conceptual framework deals with rationalities of user’s mobility practices. The axiological rationality (Boudon, 1995) seems to be heuristic to question values and practices, searching for the rationale behind the conclusions that users draw when making mobility decisions (for example “the car is faster in my situation”). This justification process needs to be finely analyzed in combination with several concepts, norms and values that “make sense” for the individual. We propose the hypothesis that the combination of perception biases and axiological rationalities could helps to explain behaviors defined as “irrational” for urban mobility planners and to delineate the major levers of social acceptation and adoption of so-called sustainable urban environments.Incriminated for negative externalities such as both local and global pollution, noise, sealing extension or public space high consumption, private cars have been perceived as a factor of un-sustainable mobility since the early 80’s by urban planners and designers. In the new paradigm of the so-called “sustainable city” urban planners and designers target now a modification of social behaviour and particularly social mobility practices. The production of transport alternatives and restrictions to automobiles in city centres through car-parking limitations and fare systems as developed in urban mobility plans (Plans de Déplacements Urbains) are unfortunately too weak to generate a modal shift ripple-effect in French cities. Considering the last issue of the French national institute of statistics and economic studies’ survey (Hubert 2009) the modal-share in favour of car-transit remains the same for the period of time between 1994 and 2008 for the biggest French cities, in spite of steady efforts for the development of public transportation alternatives such as the diffusion of the tramway’s comeback (from Grenoble 1986, to Dijon 2013). According to a series of relatively recent research papers (Kaufmann 2002, Lefevre & Offner 1990) focused on the “economically irrational” behaviour of the majority of private-car drivers concerning the question of modal shift, a research framework has been developed. This frameworks specially focuses on the disconnect between the rationalities of resistant car-driver’s social mobility practices in the metropolitan space, compared to the rationale of urban mobility masterplans has, assuming that user’s “tactics” answer planner’s “strategies” (De Certeau 1990). This approach of identifying this disconnect between rationalities in planning and rationalities in social practices in the urban mobility context is aimed to extend to the complex perception of urban environments by car-drivers, to identify new targets of modal-split policies to be structured as new action-levers. This perception will deal with several issues orchestrated through urban design projects such as public spaces, physical distances or parking constraints. The second main issue of this conceptual framework deals with rationalities of user’s mobility practices. The axiological rationality (Boudon 1995) seems to be heuristic to question values and practices, searching for the rationale behind the conclusions that users draw when making mobility decisions (for example “the car is faster in my situation”). This justification process needs to be finely analyzed in combination with several concepts, norms and values that “make sense” for the individual. We propose the hypothesis that the combination of perception biases and axiological rationalities could helps to explain behaviors defined as “irrational” for urban mobility planners and to delineate the major levers of social acceptation and adoption of so-called sustainable urban environments
Multifunctionality and Conflicts in 20 mph Zones
No full textLe Zone 30 costituiscono una misura di riorganizzazione e ridisegno dello spazio stradale, volta a migliorare la compatibilità delle diverse funzioni che tale spazio deve assolvere, in termini di mobilità, vita relazionale, qualità ambientale ed estetica del paesaggio urbano. L’imposizione del limite di velocità dei 30 km/h può però innescare la vivace opposizione dei residenti e degli utenti dell’area, perché sembra penalizzare quella funzione di mobilità che attualmente, alla luce del forte squilibrio modale verso il traffico motorizzato privato, risulta predominante – con forme di maggiore o minore incompatibilità – rispetto alle altre. L’articolo prende in esame queste manifestazioni di conflittualità che possono emergere a fronte di misure di moderazione della velocità, approfondendo in particolare lo studio di caso relativo alla Zona 30 di Mirafiori Nord a Torino. Da tale caso, e dall’analisi delle principali linee guida europee sulla moderazione del traffico, vengono messe in evidenza le condizioni per prevenire o gestire le eventuali opposizioni locali. In particolare, un ruolo importante deve essere svolto dal processo di partecipazione dei cittadini: da un lato, esso deve permettere loro di comprendere la filosofia di fondo delle Zone 30, con gli effettivi costi e benefici che ne possono derivare; dall’altro lato, deve coinvolgerli direttamente nelle scelte volte a fare della messa in sicurezza anche un’occasione di riqualificazione e rigenerazione del quartiere.In the field of mobility, conflicts and local opposition may be generated not only by hard implementation of big transport infrastructures, but also by soft measures of traffic regulation. An example is represented by 20 mph Zones, which aim to enhance the intrinsic multifunctionality of urban streets: they try to limit the entity and the speed of car flows in residential areas through re-designing road spaces, so to improve in the meantime the liveableness and the environmental and aesthetic quality of these areas. The speed limitation of 20 mph can however determine protests and disputes by local residents and workers, as it disadvantages private motorized mobility, which represents – at least in most current Italian cities – the main form of mobility. The paper analyzes this kind of conflicts, through the case study of the Mirafiori Nord 20 mph Zone in Turin, which is recognized as a best practice in the Italian context. The analysis of this case, as well as the investigation of the main European and American guidelines on traffic calming techniques and plans, shows that a few critical issues turn out to be crucial in order to prevent and manage these conflicts. First of all, a prompt, well-timed communication plan is essential in order to inform residents and users of the area about the potential costs and benefits of traffic calming measures: even before implementation works begin, people has to know that lower accessibility levels by car will be compensated by an improvement of streets liveableness and environmental quality. From this perspective, residents should be involved in designing the new green and street equipments that may be placed, thanks to the redistribution of significant portions of road space to slow mobility components. Participation of school children is quite recommended, for example in the ideation of vertical signs for the access doors of the zone, in experiencing new pedestrian or cycling home-school journeys, and so on. Parking restrictions are often firmly unaccepted by residents, and should carefully assessed before being proposed. Regular reporting of monitored outcomes of the implemented traffic calming measures (mainly in terms of reduction of maximum speed, of dead or injured persons in road accidents, of pollution and noise local levels etc.) must allow keeping residents conscious of the actual benefits they can enjoy. Last, the implementation of 20 mph Zones must be framed in a more general strategy for urban mobility: push measures (just such as 20 mph Zones) for limiting accessibility levels to private traffic flows have to be counterbalanced by pull measures aimed at potentiating public transport, in order to better balance the modal split; otherwise, congestion on the primary road network could spread consistent traffic flows also inside residential areas, invalidating main benefits of traffic calming measures
The Bridge Impacts: Unsustainable Undergrowth
Get PDFIl governo ha ribadito la volontà di proseguire con il progetto del ponte sullo Stretto di Messina, all'interno del quadro di investimenti tesi ad accelerare la ripresa economica; ha tuttavia azzerato le risorse disponibili per l’operazione, tradendo forse la vera natura dell’enunciazione suddetta: quella della reiterazione-sempre piùstanca e senza convinzione- di una declaratoria ormai rituale quanto improbabile. L’Unione Europea, dal canto suo, ha definitivamente cancellato l’opera dalla lista delle infrastrutture considerate prioritarie e quindi finanziabili con risorse comunitarie. Nonostante le posizioni governative ufficiali, vista anche la crescente opposizione e le critiche di diversi ambiti politici, sociali e scientifici, secondo cui l'attraversamento dello Stretto dovrebbe essere cancellato, l’operazione appare tuttora quanto mai incerta. L'articolo ricostruisce le vicende relative al progetto del ponte, dall'originario dibattito post-unitario sulla necessità di un collegamento stabile tra la Sicilia ed il Continente, alla redazione delle prime ipotesi di piano nel secondo dopoguerra, all'idea di "area metropolitana dello Stretto e conurbazione del ponte" contenuta nel progetto '80, alle posizioni critiche che, rispetto a tali concetti, sono maturate negli studi relativi alle più recenti versioni del progetto. Nella seconda parte si descrivono gli elementi principali del "progetto di attraversamento aereo dello Stretto di Messina" presentato dalla società dello Stretto al governo il 31/12/02 (progetto preliminare, che ha registrato il parere positivo con prescrizioni del CIPE nel 2005), di cui è stata di recente presentata la versione “definitiva”; e ancora note tratte dalle "Osservazioni sullo studio di impatto ambientale", avanzate per conto di Legambiente, WWF, Italia Nostra e di altre associazioni ambientaliste, da un gruppo di studio coordinato dall'autore delle note presenti, riassumendo anche recenti lavori di aggiornamento (Bettini, Guerzoni, Ziparo, 2002; Pieroni, 2000; Pieroni, Ziparo, 2010; Marino, 2011).Italian government recently restated its achievement of following with the process of realizing the Messina Strait Bridge (Ponte sullo Stretto) within the investments program for stimulating new growth. Actually because of the economic and financial budget crisis the same Office cut all the national funds at least in the short run till the year 2013. At the same time EU deleted the project from TEN (Trans European Network) agenda. Despite of national government statements, the real destiny of the program is very uncertain. Even because critical studies and assessments strongly increased in the latest years. The essay recalls the history of the project: the first idea was born sat the beginning of Italian national State unity after 1861, but the Myth of rejoining Sicily and continental Italy became an achievable program only after second world war. In 1971 the State issued a national Act for promoting the agenda and the Agency in charge of projecting and building the Messina Strait Bridge. In 1981 the agency was completely organized and named as “Stretto di Messina” Society, that later became “Stretto di Messina Ltd”. Several project proposals were advanced by engineers and corporations: eventually through an international technical selection the general shape of the bridge was designed. Over time the strong decrease of land traffic toward Sicily in front of dramatic increase of air passenger travels and sea good flows made the project of the bridge almost useless. Indeed at the middle of 1980’s the Italian government was writing the project off. But the never ending story went on. Actually in the recent years, the right parties government reset the Big Works Growth Policies and issued the a national act for promoting and accelerating operations among which the Messina Strait Bridge Program was considered one of the most important.. So, in 1992 the first edition of Preliminary Project was introduced: strong critics pushed the Agency to retire and fix the project production: because of that, there was a long debate that ended in 2002 with the new shape of the preliminary project. The final version of the preliminary project was defined in 2005, after further observations and critics by scientists, scholars, environmentalists and overall technicians offices of the several involved Italian Ministers. Today, at the end of 2011 the definitive not-operative project has been finally introduced. The article emphasizes the environmental and territorial impacts of the project and also it underlines its weakness in terms of economics, transportation and land planning, by asking the meaning of building a mega infrastructure for land linkages between Europe and Sicily today, in the age of beautiful landscape and hi-tech
Il nodo della stazione ferroviaria come luogo di riconciliazione di conflitti urbani
No full textDespite railway infrastructure was the structural framework on which modern European States were developed, contributing to unify territories and to the establishment of Nations, right from the beginning, the relationship between railway and city has been characterized by physical, functional and social conflicts, mainly because of a lack of integration between infrastructural and urban policies, which have been produced strong conflicts during decades. These critical situations have concentrated on the railway stations surrounding areas, which have started symbolizing the main conflicts that are taking place inside the cities.Similarly to what happened in the XIX century, today railway is a strategic infrastructure for the European territory development, thanks to the introduction of high speed transport systems and the promotion of rail transport as a more sustainable transportation system, which can quickly connect metropolitan central areas, more and more impenetrable by private vehicles, and key functions centres for the contemporary urban systems.In this framework, railway stations are becoming public places representing a complex society which is more and more dedicated to motion; thus they offer an unmissable chance not only to carry out urban development and spatial cohesion policies, but also to compose old tensions caused by the sharing of physical space, which is more and more scarce and valuable, and by ghettoization phenomena which have been produced at local scale, between rail infrastructure and the surrounding urban context. Today, such conflicts are growing and they are involving many actors who express a lot of different interests, needs and expectations, relating to the station areas’ destiny.Starting from the analysis of some conflicting situations between rail stations and the surrounding areas which have took place until today, this paper investigates some recent renewal interventions on Italian and European main railway nodes, their complex dynamics and the role of the most important players involved in these developments.Contemporary main rail stations are addressed as complex systems operating in a condition characterized by a dynamic balance among the different elements which form them; the interpretation of their polysemic nature allows to identify the most suitable design procedures and intervention strategies to make stations the privileged places where to compose the conflicts between contemporary city and railway. Therefore, the purpose of this paper is to identify and to analyze crucial issues in order to build new liveable and effective developments. They refer, for instance, to the rail station configuration in order to be at the same time an efficient interchange transportation node and a meaningful and multifunctional city centre, but also to the detection of the most suitable tools and procedures to drive the urban and infrastructural transformations and to the proper involvement in the decision process of the different stakeholders who could be interested in these urban changes.Nonostante l’infrastruttura ferroviaria sia stata l’impalcato infrastrutturale su cui si sono sviluppati i moderni stati europei, contribuendo fin dagli inizi del secolo scorso all’unificazione di territori ed alla creazione di nazioni (come è stato approfonditamente illustrato anche nel Volume 4, numero 1 di marzo 2011 di questa rivista, in riferimento al caso italiano) il rapporto tra la ferrovia e la città è stato da sempre caratterizzato da episodi di conflittualità, dovuti in gran parte ad una scarsa integrazione tra le politiche infrastrutturali e le politiche urbane, che nel corso dei decenni hanno prodotto forti conflitti di tipo fisico, funzionale e sociale soprattutto nelle zone più prossime alle stazioni ferroviarie che, per questo motivo, sono diventate luoghi simbolo dei principali conflitti che si consumano nelle città. Analogamente a quanto accadde nell’Ottocento, oggi la ferrovia torna ad essere infrastruttura strategica per lo sviluppo dello spazio europeo, grazie all’introduzione di sistemi di trasporto ad alta velocità, alla promozione del trasporto ferroviario come sistema maggiormente sostenibile, ma soprattutto alla capacità di connettere velocemente aree urbane centrali sempre più impenetrabili al mezzo privato e sedi di funzioni nevralgiche degli attuali sistemi urbani. Questi nodi infrastrutturali, configurandosi come luoghi pubblici rappresentativi di una società complessa e sempre più votata al movimento, rappresentano pertanto una occasione imperdibile, non solo per attuare politiche di sviluppo e di coesione territoriale, ma anche per risolvere vecchie tensioni dovute alla condivisione di uno spazio fisico sempre più ristretto e prezioso ed ai fenomeni di ghettizzazione che si sono creati alla scala locale, tra l’infrastruttura ferroviaria ed il contesto urbano circostante. Tali tensioni tornano oggi sotto forma di possibili minacce e coinvolgono una pluralità di attori molto più interessati ai destini delle stazioni ferroviarie rispetto al passato. A partire da una prima analisi delle situazioni più conflittuali che, nel tempo, si sono manifestate tra le stazioni ferroviarie ed i contesti urbani circostanti, l’articolo esamina le attuali dinamiche che caratterizzano i recenti interventi di rinnovo dei principali nodi ferroviari italiani ed europei, e le aspettative manifestate dai principali attori coinvolti dalla trasformazione con lo scopo di individuare le questioni cruciali per la costruzione di nuovi assetti vivibili ed efficienti, che attengono la strutturazione del nodo trasportistico e la sua conformazione a centro significativo e polifunzionale della città, ma anche l’individuazione delle dinamiche di trasformazione più idonee ed il corretto coinvolgimento dei diversi operatori e dei soggetti interessati dalla trasformazione. La corretta interpretazione della natura polisemica delle grandi stazioni ferroviarie contemporanee, che appaiono sempre più come sistemi complessi operanti in condizioni di equilibrio dinamico tra i diversi fattori che li caratterizzano, consente pertanto di individuare le prassi progettuali e le strategie di intervento più idonee per fare delle stazioni luoghi privilegiati di riconciliazione tra la ferrovia e la città contemporanea.
Un ponte metropolitano a Napoli - Capodichino
Get PDFThe project of completing the road connecting the East Naples junction of the belt-way, the 167 of Secondigliano and the outer ring road entails to build slip ramps to connect with Viale Comandante Umberto Maddalena starting from the present interruption of the work in correspondence of the standing abutment D, and to organize the relevant outer areas. This very important link road for city viability covers a crucial area of the city, for history and morphology, and can represent a real opportunity of its recovery, of urban and functional recovery, with positive effects on the whole district and beyond. The aim of the suggested project consists in making the completion of the standing bridge become an element of urban quality as well as the missing piece of the metropolitan viability mosaic. Accordingly the bridge becomes an important element of metropolitan urban landscape, its perception of an element belonging to the context, the positive environmental impact. The project is based on the idea of dynamism enhanced by the very leaning piers on which the ramps seem to plane. Therefore, the peculiarity of the area under intervention, its strategic localization in the general urban planning design, the geometries characterizing the area, its structural rule are the basic elements of the new project: a contemporary urban sign, projected into the future, strongly rooted in the past. A rare positive scenario of project targets convergence of project targets, administrative aims as well as will of realization, which should always characterize those unavoidable crucial urban transformations in order to follow the only one practicable direction: the future; the project gets again possession of the decayed area to make a new piece of city rise. Every project arises from a research on the spirit of place, and in this case the urban and natural context, although decayed, is strong. The new architecture can preserve and sustain the identity of places, which forces to think about the need for making projects inside the context without uncritically superimposing on the combination of nature and urban transformation, which has produced, in the course of time, what we call urban landscape now. The difference lies in the knowledge, in the recognizing of places, of the signs left on territory by man and of their interrelations; it lies in appreciating the values of city and urban life, in planning urban transformations, being aware that this stratified territory represents a resource for the project. The identity and recognisability of landscape represent, then, a basic element of the quality of places and are strictly connected with the improvement in the quality of life.Uno dei temi più dibattuti in riferimento al passaggio di una nuova infrastruttura in un paesaggio, più o meno antropizzato, riguarda i rischi della possibile di¬struzione di quest’ultimo. Alcune volte, però, questi interventi costituiscono una vera e propria occasione per riqualificare ambiti urbani degradati anche estesi. In questo spirito si è operato con il progetto del completamento di un ponte, rimasto incompiuto per quasi cinquanta anni a Napoli, in un quartiere che nel tempo ha perso identità e ruolo urbani, fino al completo degrado fisico e sociale. Il progetto di completamento dell’asse di collegamento tra lo svincolo Napoli-est della tangenziale, il quartiere 167 di Secondigliano e la Circumvallazione esterna prevede la costruzione del collegamento con Viale Comandante Umberto Maddalena a partire dall’attuale interruzione dell’opera in corrispondenza della spalla D esistente e la sistemazione delle aree esterne pertinenziali. Questo asse di primaria importanza per la viabilità cittadina insiste su un’area sensibile della città, per storia e morfologia, e può rappresentare una concreta occasione di recupero di essa, recupero urbano e recupero funzionale, con effetti indotti positivi che si irradiano all’intero quartiere e oltre. L’obiettivo del progetto proposto é far si che il completamento del ponte esistente rappresenti un elemento di qualità urbana, oltre che la tessera mancante di un importante mosaico di viabilità metropolitana. In questo senso il ponte può diventare un prezioso elemento del paesaggio urbano metropolitano
