Tema. Journal of Land Use, Mobility and Environment (University of Naples)
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Con il sole, con l’aria e con l’acqua: la mobilità urbana alla fine del petrolio
Get PDFThe article, starting with the forecasts of the near depletion of the main energy source that allows the development of all human activities and emphasizing the strict dependence of urban and metropolitan systems on fossil fuels, shows an overview of the major innovations developed by technology in the specific field of urban car-based mobility.The entire discussion is developed considering the condition of energy mono-dependence produced by the total energy reference to the fossil fuels. In particular, we consider the global data of energy consumption and similarly those related to mining activities. Above all, a specific study is presented on the theory of the U.S. geologist Hubbert who developed a model to assess the mining potential of a deposit in relation to the so-called conventional oil.The curve describes a “bell-shaped” trend of the estimated amount of recoverable oil, four different phases can be distinguished, the last of which is characterized by the final exhaustion of oil resources. Unfortunately this phase seems to have already begun, but no consequent pressures for effective development of efficient alternative energy sources are observed. The article proposes an energy reversal based essentially on three factors: technological innovation, the recovery and promotion of social capital (especially in cities), the start of market structures which, in observance of the necessary profit, put sustainability (and not growth) at the base of their development processes. The research and technological development may, in the near future, allow to use efficiently sources of renewable energy. At the same time, innovation can enable the development of new engines that use atypical propellants such as: sun, air or water. Technological innovation is the greatest hope for a possible solution to the energy problem, particularly with regard to physical mobility. The technology, however, if used incorrectly, acts as an accelerator and entropic transformer further compromising the conditions of the planet. The final section describes the key technologies for vehicles based on propellant alternative to gasoline, which are, at present, already available for the market and could represent one of “systems” to solve the near depletion of the fossil resource. The new forms of zero-emission fuel, such as compressed air, hydrogen, electricity, etc. will be investigated through the description of the different ideas of vehicle whose feasibility is already extensively tested.The article, starting with the forecasts of the near depletion of the main energy source that allows the development of all human activities and emphasizing the strict dependence of urban and metropolitan systems on fossil fuels, shows an overview of the major innovations developed by technology in the specific field of urban car-based mobility.The entire discussion is developed considering the condition of energy mono-dependence produced by the total energy reference to the fossil fuels. In particular, we consider the global data of energy consumption and similarly those related to mining activities. Above all, a specific study is presented on the theory of the U.S. geologist Hubbert who developed a model to assess the mining potential of a deposit in relation to the so-called conventional oil.The curve describes a “bell-shaped” trend of the estimated amount of recoverable oil, four different phases can be distinguished, the last of which is characterized by the final exhaustion of oil resources. Unfortunately this phase seems to have already begun, but no consequent pressures for effective development of efficient alternative energy sources are observed. The article proposes an energy reversal based essentially on three factors: technological innovation, the recovery and promotion of social capital (especially in cities), the start of market structures which, in observance of the necessary profit, put sustainability (and not growth) at the base of their development processes. The research and technological development may, in the near future, allow to use efficiently sources of renewable energy. At the same time, innovation can enable the development of new engines that use atypical propellants such as: sun, air or water. Technological innovation is the greatest hope for a possible solution to the energy problem, particularly with regard to physical mobility. The technology, however, if used incorrectly, acts as an accelerator and entropic transformer further compromising the conditions of the planet. The final section describes the key technologies for vehicles based on propellant alternative to gasoline, which are, at present, already available for the market and could represent one of “systems” to solve the near depletion of the fossil resource. The new forms of zero-emission fuel, such as compressed air, hydrogen, electricity, etc. will be investigated through the description of the different ideas of vehicle whose feasibility is already extensively tested
Una prima valutazione dell’Alta Velocità in Italia
Get PDFItaly has undergone, in the last 15 years, an exceptional public financial effort to build approximately 1,000 km of high speed rail lines. Further extensions are under construction or planned, especially in the most important international relations. This network is widely considered as fundamental to comply the European vision of a continental-wide transport system.The paper analyses the past and the future of such network, where possible from a quantitative point of view. The first part of the article reviews the history of the Alta Velocità scheme, particularly focusing on the issues related to the economic regulation of the investments and the financial troubles at first and then on the present issues related to the regulation of rail services.The analysis of the supply, the time gains, the demand and the costs allows to build a simple but independent evaluation of the past projects from an ex-post perspective, pointing out the successes, but also important critical issues.The second part of the paper analyses the future expansion plans looking at the costs, the existing and expected demand and derives some policy indications and cost reduction strategies capable both to control public expenditure in a period of crisis and not to abandon the idea of a modern and effective rail network.L’Italia ha affrontato, negli ultimi 15 anni, un eccezionale sforzo finanziario per costruire circa 1 000 km di linee ferroviarie ad alta velocità. Ulteriori estensioni sono attualmente in costruzione o sono state pianificate, in particolare sulle principali relazioni internazionali. Questa rete è comunemente considerata fondamentale nella visione europea di un sistema di trasporto continentale.Questo articolo analizza il passato ed il futuro di questa rete, laddove possibile da un punto di vista quantitativo. La prima parte dell’articolo ripercorre la storia del progetto Alta Velocità, soffermandosi in particolare sulle questioni relative alla regolazione degli investimenti ed alle vicende finanziarie nelle prime fasi ed alle questioni attuali relative alla regolazione dei servizi ferroviari.Nella seconda parte l’analisi dell’offerta, dei guadagni di tempo permessi, della domanda e dei costi permette di sviluppare una valutazione ex post – semplificata ma indipendente - dei progetti realizzati, sottolineandone i successi e le potenzialità ancora inespresse, ma anche le significative criticità.L’ultima parte dell’articolo analizza i piani di espansione futura, confrontando i costi, la domanda esistente e quella attesa. Tale analisi permette di derivare alcune indicazioni di politica dei trasporti e strategie di riduzione dei costi, al fine di controllare la spesa pubblica in un periodo di crisi, senza abbandonare l’idea di una rete ferroviaria moderna ed efficace
Mobilità sostenibile in Europa: il ruolo della partecipazione alla scala di quartiere
No full textIn the last decades, many projects of urban development, following the principles of sustainability, have been realized in Europe. Specifically, it has been demonstrated that sustainable strategies can have significant results if they are carried on at neighbourhood level. When adopting a SM strategy, a large number of stakeholders is affected by its impacts and many conflicts could easily arise. Therefore, participation plays a crucial role, firstly, because it is the most effective means to gain, deliver and sustain benefits deriving i.e. from SM interventions; secondly because some tendency for individuals is proved in adjusting their preferences to the average of the social group they belong to, thus sparking off a virtuous circle towards SM. Within this context, the present paper analyses a panel of 37 European neighbourhoods, which are considered best practices for sustainability, in order to evaluate their SM strategies, and specifically investigate the role played by participation and collective actions in enhancing and achieving SM. To do so, specific SM strategies and related indicators have been identified, according to two previous papers written by the authors (Maltese et al., 2011; Bolchi et al., 2011), and an empirical investigation on the SM strategies is presented. In particular, the empirical analysis underlines the role played by participation in enhancing SM and the commonalities and differences among the neighbourhoods.In questo articolo sono analizzate le strategie di mobilità sostenibile di alcune best practices di sostenibilità, italiane ed europee, a scala di quartiere.Lo scopo è evidenziare quanto siano presenti e significative le iniziative compartecipate – sotto forma di partnership più o meno strutturate tra pubblico e privato o semplicemente di condivisione di intenti – per il raggiungimento di livelli elevati di sostenibilità. L’accesso e la partecipazione dei diversi stakeholders ai processi decisionali e di valutazione, infatti, contribuisce, da un lato, ad una migliore conoscenza degli obiettivi, dall’altro, ad una riduzione del grado di conflitto.L’analisi si concentra sulla valutazione del grado di mobilità sostenibile di 37 quartieri europei a partire da indicatori e criteri mutuati dalla letteratura; in particolare, i modelli di riferimento sono l’Esagono di Nijkamp, approntato per la valutazione ex-post della sostenibilità a scala urbana (Nijkamp, 1993) e di quartiere (Cerreta e Salzano, 2009) e il modello di Holden (2007), più specificamente focalizzato sulle leve di intervento per il raggiungimento della mobilità sostenibile.Inoltre, sei casi - studio verranno approfonditi, allo scopo di valutare l’impatto della partecipazione sul grado di mobilità sostenibile a scala di quartiere.L’articolo è strutturato come segue: l’introduzione è seguita da una breve rassegna della letteratura e dalla descrizione della metodologia utilizzata. Sono poi presentati alcuni risultati derivati dalla elaborazione dei dati e l’approfondimento sui sei casi – studio. Seguono, infine, le conclusioni
Mobility, Equity and Sustainability Today in Tirana
No full textThis article discusses the development of transport inequalities in Tirana during its rapid population and economic growth since the fall of communism in 1990. The first part provides background on the development of Tirana and its urban travel systems, in an effort to take a step towards filling the research void on this city. Tirana’s case is particularly interesting because during communism private car ownership was prohibited and there were virtually no cars on the streets. Subsequently, when the population acquired wealth and personal freedom, the city grew substantially in all directions and was invaded by car traffic. The second part of this article analyses the findings of recent transportation surveys, conducted by this author, with a focus on the transport disadvantage that women, children, the poor, the elderly, and the handicapped experience. This discussion is preceded by a brief review of studies reflecting the emergence of concerns about transport inequality issues in other European nations during the past few decades. The article concludes with policy recommendations based on public opinions on transport issues, collected through the author’s surveys.This article discusses the development of transport inequalities in Tirana during its rapid population and economic growth since the fall of communism in 1990. The first part provides background on the development of Tirana and its urban travel systems, in an effort to take a step towards filling the research void on this city. Tirana’s case is particularly interesting because during communism private car ownership was prohibited and there were virtually no cars on the streets. Subsequently, when the population acquired wealth and personal freedom, the city grew substantially in all directions and was invaded by car traffic. The second part of this article analyses the findings of recent transportation surveys, conducted by this author, with a focus on the transport disadvantage that women, children, the poor, the elderly, and the handicapped experience. This discussion is preceded by a brief review of studies reflecting the emergence of concerns about transport inequality issues in other European nations during the past few decades. The article concludes with policy recommendations based on public opinions on transport issues, collected through the author’s surveys
Ripensare le “Piattaforme Logistiche”: il Caso del Gateway dell’Alto Adriatico
Get PDFThe objective of this paper is to explore more realistic and sustainable territorial and logistics strategies (see Fabbro, Mesolella, 2010) in order to reconnect the Italian infrastructural system to the wider network of European corridors.Until this moment, the logistics and strategic national plans have not been selective concerning the identification, along the TEN-T Corridors, of a few ports and freight villages which are able to become effective European gateways within the Italian territory and attract private investments. Moreover, these planning instruments, instead of basing their strategies on the most concrete corridors have preferred to conceive their policies on entirely “imaginary” ones. This is, for instance, the case of the Logistics Platform in the Nord-East area of Italy. This Platform has been organized around the uncertain Corridor V, rather than the more concrete (but not yet recognized in the European maps) Adriatic-Baltic corridor. As a consequence, in this Region, several existing national infrastructures appear, at the moment, largely underused: a freight village of considerable size and European standards such as the Interporto Alpe Adria in Cervignano del Friuli, and an international double railway such as the “Pontebbana” that links the North-East area of Italy with Austria, through the Alpine pass of Tarvisio, and which is already the southern segment of the Adriatic-Baltic corridor. On the other hand, these infrastructures might play a significant role in light of the positive estimates about the new trends of maritime trades, which would realize a renewed centrality to the Mediterranean Sea (Drewry Shipping Consultants, 2010), and important development programs regarding the Adriatic ports, involving both public (Venice, Rijeka) and private (Monfalcone-Triest, Koper) stakeholders. The aim of these projects is to increase the competitive capacity of the North Adriatic port system and establish a more effective connection between it and the central and eastern parts of Europe, through the Baltic-Adriatic Corridor, so as to constitute the so-called North Adriatic Gateway.Similarly it would be possible to use the same strategies even for the the Nord-West territories which could depict the second important Italian gateway, the so-called North Tyrrhenian Gateway (based on the Two Seas Corridor 24 Genova-Rotterdam).The paper concludes its argumentations supporting the necessity of putting more emphasis on the Corridor 1, the Two Seas Corridor 24 and the Adriatic-Baltic corridor instead of the Corridor V. In fact only these North-South Corridors, linking Italy to the most productive European regions, could allow to produce economic benefits in a shorter term, while in this possible scenario, the Corridor V (hierarchically subordinate to the other axis) would connect the two Italian gateways each other and these ones to the second-level national infrastructure, in order to avoid the marginalisation of entire regional areas from the major trade and economic networks.Nel presente paper si intende sostenere la necessità di un nuovo approccio alla pianificazione delle infrastrutture nazionali ed alla programmazione dei grandi assi multimodali, in modo da focalizzarsi maggiormente su quelle infrastrutture e quei territori che, in quanto posizionati lungo le principali direttrici di traffico europee, potrebbero caratterizzarsi, in tempi non “biblici”, come gateway europee in territorio italiano.Si sostiene che diversi strumenti programmatori che si sono alternati nell’ultimo decennio in Italia non hanno saputo individuare quei pochi veri hub portuali ed interportuali in grado di garantire effettivamente l’accesso ai grandi network internazionali e generare benefici economici già nel breve-medio termine, preferendo adottare, invece, visioni proiettate su scenari futuri, largamente incerti o mutevoli. E’ il caso del Friuli Venezia Giulia, inquadrato nella Piattaforma Logistica del Nord-Est, dove strategie infrastrutturali, logistiche ed industriali incardinate su un ipotetico Corridoio V, anziché sull’esistente (ma non ancora riconosciuto nelle mappe europee) corridoio Adriatico-Baltico, hanno finito per trascurare fondamentali infrastrutture esistenti (ferrovia Pontebbana, Interporto di Cervignano) e zone industriali.Il caso analizzato suggerisce l’ipotesi che il riaggancio del nostro paese all’intera rete europea dei trasporti e della logistica possa essere rappresentato, non tanto dal Corridoio V, quanto dagli assi che si sviluppano lungo la direttrice nord-sud (Corridoi 24, 1 ed Adriatico-Baltico) e che connettono i potenziali gateway europei del Mediterraneo settentrionale (Alto Adriatico e Alto Tirreno) alle aree più produttive d’Europ