Tema. Journal of Land Use, Mobility and Environment (University of Naples)
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Urban Quality vs single travel: the Personal Rapid Transit
Get PDFThe great increase in the demand for private mobility with the consequent macroscopic growth of channels to meet it, together with short-sighted policies of transport and urban development spread above all in Italy, has produced pollution, congestion and unlivability in the last fifty years.The hope of assuring the maximum individual freedom of travel to people living in consolidated urban centres, in addition to those living in the outskirts arisen and developed without any reasonable urban logic, still goes on producing congestion of vehicular traffic, considered, by the majority of citizens, the main cause of the deterioration of the quality of life in our cities.Indeed, also the most recent reports on environment in Italian cities show that the pollution levels are increasing in the big cities, although the news are full of very expensive projects, innovative solutions and unexpected goals continuously shown by public administrations. One of the main environmental detractors is car traffic, which has recently gained on public transport. unlike the previous period. Most of mobility policies implemented in our cities aims at reaching the modal balance by means of measures for controlling and managing the demand for mobility, for mitigating traffic and limiting circulation., such as the road pricing and the parking strategies; for developing and increasing public transport and not polluting means of transport, car sharing and car pooling.All of them have showed modest results both in terms of pollution reduction and vehicular traffic reduction. For over fifty years, mostly in the United States, the Personal Rapid Transit has been tested, a system of public transport trying to join two apparently incompatible factors: the possibility of assuring individual travels and the need for decreasing the levels of acoustic and air pollution as well as the congestion caused by private vehicular traffic. In Italy this system is still not well known despite the versatility of its fields of application. In the United States and all over the world the most successful applications concern circumscribed mono-functional urban ambits, such as large areas for offices, airports and so on, but the characteristics of this system - such as flexibility, capability of integration with other wide-range systems of public transport, little dimensions of the exchange junctions, quite low cost - can allow to realize it also in different typologies of area.If many people are doubtful about the effectiveness of this system, on the contrary, other people think that its steady implementation and experimentation is necessary to improve urban liveability.These last ones believe, in fact, that the combination of small vehicles similar to private car, the advantage of trips without intermediate stops and changes of car, cost reduction, possibility of a wider accessibility not reachable by traditional means of public transport are the key basic elements to replace car travels with low polluting means of public transport.The great increase in the demand for private mobility with the consequent macroscopic growth of channels to meet it, together with short-sighted policies of transport and urban development spread above all in Italy, has produced pollution, congestion and unlivability in the last fifty years.The hope of assuring the maximum individual freedom of travel to people living in consolidated urban centres, in addition to those living in the outskirts arisen and developed without any reasonable urban logic, still goes on producing congestion of vehicular traffic, considered, by the majority of citizens, the main cause of the deterioration of the quality of life in our cities.Indeed, also the most recent reports on environment in Italian cities show that the pollution levels are increasing in the big cities, although the news are full of very expensive projects, innovative solutions and unexpected goals continuously shown by public administrations. One of the main environmental detractors is car traffic, which has recently gained on public transport. unlike the previous period. Most of mobility policies implemented in our cities aims at reaching the modal balance by means of measures for controlling and managing the demand for mobility, for mitigating traffic and limiting circulation., such as the road pricing and the parking strategies; for developing and increasing public transport and not polluting means of transport, car sharing and car pooling.All of them have showed modest results both in terms of pollution reduction and vehicular traffic reduction. For over fifty years, mostly in the United States, the Personal Rapid Transit has been tested, a system of public transport trying to join two apparently incompatible factors: the possibility of assuring individual travels and the need for decreasing the levels of acoustic and air pollution as well as the congestion caused by private vehicular traffic. In Italy this system is still not well known despite the versatility of its fields of application. In the United States and all over the world the most successful applications concern circumscribed mono-functional urban ambits, such as large areas for offices, airports and so on, but the characteristics of this system - such as flexibility, capability of integration with other wide-range systems of public transport, little dimensions of the exchange junctions, quite low cost - can allow to realize it also in different typologies of area.If many people are doubtful about the effectiveness of this system, on the contrary, other people think that its steady implementation and experimentation is necessary to improve urban liveability.These last ones believe, in fact, that the combination of small vehicles similar to private car, the advantage of trips without intermediate stops and changes of car, cost reduction, possibility of a wider accessibility not reachable by traditional means of public transport are the key basic elements to replace car travels with low polluting means of public transport
Toward a shared urban transport system passengers & Goods Cohabitation
No full textThe paper presents radical new urban transportation system concepts, potentially allowing changing the economic and environmental costs of passenger and freight transportation. The driver focuses on the concept of sharing, which means to make a joint use of transport resources, between passengers and goods flows. From a field observation of several existing solutions, an inductive reasoning enables us to move from a set of specific facts to establish an archetype for a radical new urban transportation system. Once the archetype defined, it is translated in real life through the example of the On Route proposal for London.The research frame of this paper is the ANR ( French National Research Agency) C-Goods (City Goods Operation Optimization using Decision support System) project. Started in February 2009 the project involves four partners, (The multi-disciplinary French engineer school EIGSI (Ecole d’Ingénieurs en Génie des Systèmes Industriels), the French university ENMP (Ecole Nationale Supérieure des Mines de Paris), the Poitiers Urban Community (CAP), and the consulting service Interface Transport, specialized in transport economy) and will end on 2012.The paper presents radical new urban transportation system concepts, potentially allowing changing the economic and environmental costs of passenger and freight transportation. The driver focuses on the concept of sharing, which means to make a joint use of transport resources, between passengers and goods flows. From a field observation of several existing solutions, an inductive reasoning enables us to move from a set of specific facts to establish an archetype for a radical new urban transportation system. Once the archetype defined, it is translated in real life through the example of the On Route proposal for London.The research frame of this paper is the ANR ( French National Research Agency) C-Goods (City Goods Operation Optimization using Decision support System) project. Started in February 2009 the project involves four partners, (The multi-disciplinary French engineer school EIGSI (Ecole d’Ingénieurs en Génie des Systèmes Industriels), the French university ENMP (Ecole Nationale Supérieure des Mines de Paris), the Poitiers Urban Community (CAP), and the consulting service Interface Transport, specialized in transport economy) and will end on 2012
Torino Porta Susa, PEC SPINA 2: Stazione Ferroviaria e Torre Servizi
No full textThe project of the new station of Torino Porta Susa is the project of a huge urban public space, where the station, conceived as an urban gallery, becomes a real street, a “passage”, a new kind of urbanity shape for the future city. The railway station’s transparent volume - a 385 m (the length of the TGV) long steel and glass tunnel, 30 m. width, with a variable height compared to the outdoor street level (between 12 and 3 m at the height of the cover) - is proposed as a modern reinterpretation of the nineteenth century’s urban galleries and the great historical station’s halles, as well as a kind of symbolic building. Symbol of movement, of the travel universe and the presence of the transportation universe in the contemporary city, urban simulacrum of the object train disappeared from the urban scene below the future Central Spine. The sinuous movement of the tunnel follows the flows of urban pedestrians from the city towards the different transportation modes presents at various levels (national and international lines AV, regional lines, subways, taxis ...) emphasizing with its lowering the presence of the big void inside of the underground subway station, about 20 meters deep. The gallery, oriented north-south, folds with its internal pedestrian paths to bring natural light and the sky of Turin, to the quays of trains (at an altitude of -10 m) and the Subway (which share -20), transformed so’ in a sort of urban sidewalks. The fast rhythm of the structure of arches with step 360 cm. is marked by the presence of numerous openings along the longitudinal development of the gallery, which is crossed by three transversal passages inside the gallery and is bounded by two others on the north and south of the lot, connecting the city from east to west at street level in continuity with pre-existing axes. The presence of these transversal passages accentuates the urban value of the Spina which was to reconnect the two sides of the city until now shared by the ancient railways lines. In that way the city comes inside the station and the station becomes a real part of the city, permeable to pedestrian flows crossed in all directions and at different levels. The internal distribution of the different functional areas is based on a balance program with approximately 10.000 m² of services to travellers and the city (ticket offices, shops, restaurants, bars, terraces), approximately 10.000 m² of hall and public paths and still about 10.000 m² of technical areas, parking and service areas, ... The glass roof (surface of 15.000 m² ) will be equipped with a photovoltaic system (installed power = 765 kW peak) 2300 arranged on the panels that make up 3600 (surface approximately 9.000 m²) capable of producing 680,000 KWH’s year of electricity consumed in the public network and corresponding to approximately 35% of domestic needs of future PV, which we hope will become a new symbol for Turin.Il progetto della stazione di Torino Porta Susa è il progetto di un grande vuoto urbano, di uno spazio pubblico, dove la stazione, vera e propria galleria coperta, diviene strada, passage, luogo di una nuova urbanità della città del futuro. Il volume in acciaio e vetro della stazione, - lunga 385 m., larga 30 con altezza variabile tra i 12 ed i 3 m. – si propone come rivisitazione moderna del tema della galleria urbana ottocentesca e delle grandi halles delle stazioni storiche. L’edificio stazione diviene lui stesso simbolo del movimento, del viaggio e della presenza del mondo dei trasporti nella città contemporanea, simulacro urbano dell’oggetto treno, scomparso dalla città al disotto della futura Spina Centrale. Il movimento sinuoso della galleria segue l’andamento dei flussi pedonali urbani provenienti dalla città e legati ai diversi modi di trasporto presenti ai vari livelli sottolineando con il suo abbassamento la presenza del vuoto interno della metropolitana. La galleria, orientata nord-sud, si piega con i suoi percorsi interni pedonali per portare la luce naturale ed il cielo di Torino, fino alla banchina dei treni (a quota -10 m.) e della metropolitana (a quota -20), trasformate cosi’ in una sorta di marciapiede urbano. Il ritmo serrato della struttura degli arconi con passo 360 cm. è scandito dalla presenza delle numerose aperture lungo lo sviluppo longitudinale della galleria, in continuità con gli assi urbani presistenti. La presenza di tali passaggi accentua cosi’ la ricucitura urbana realizzata con la Spina. trasformando la stazione in un luogo della città, in uno spazio pedonale estremamente permeabile. La città entra in stazione..... e la stazione diviene essa stessa città
Tiber Personal Rapid Transit
Get PDFThe project “Tiber Personal Rapid Transit” have been presented by the author at the Rome City Vision Competition1 2010, an ideas competition, which challenges architects, engineers, designers, students and creatives individuals to develop visionary urban proposals with the intention of stimulating and supporting the contemporary city, in this case Rome. The Tiber PRT proposal tries to answer the competition questions with the definition of a provocative idea: a Personal Rapid transit System on the Tiber river banks. The project is located in the central section of the Tiber river and aims at the renewal of the river banks with the insertion of a Personal Rapid Transit infrastructure. The project area include the riverbank of Tiber from Rome Transtevere RFI station to Piazza del Popolo, an area where main touristic and leisure attractions are located. The intervention area is actually no used by the city users and residents and constitute itself a strong barrier in the heart of the historic city.The project “Tiber Personal Rapid Transit” have been presented by the author at the Rome City Vision Competition1 2010, an ideas competition, which challenges architects, engineers, designers, students and creatives individuals to develop visionary urban proposals with the intention of stimulating and supporting the contemporary city, in this case Rome. The Tiber PRT proposal tries to answer the competition questions with the definition of a provocative idea: a Personal Rapid transit System on the Tiber river banks. The project is located in the central section of the Tiber river and aims at the renewal of the river banks with the insertion of a Personal Rapid Transit infrastructure. The project area include the riverbank of Tiber from Rome Transtevere RFI station to Piazza del Popolo, an area where main touristic and leisure attractions are located. The intervention area is actually no used by the city users and residents and constitute itself a strong barrier in the heart of the historic city
Un progetto di mobilità sostenibile: la Lungosolofrana
Get PDFThe article presents the “LungoSolofrana” project, has been carried out during the course “Urban and Mobility” in the academic year 2009/2010, held during the bachelor in Environmental Engineering at the University of Naples “Federico II”. The work has also been chosen as a finalist to participate at the “UrbanPromo 2010” contest, the urban and territorial marketing event sponsored by the National Institute of Urban Planning and Urbit which was held in Venice 27 to 30 October 2010.The project consists in a green mobility proposal, developed with an approach based on the integration of the environmental redevelopment of a portion of river Solofrana, situated in Salerno province, and of the renewal of seven local stations of the railway line Mercato San Severino – Nocera Inferiore, including the realization of a cycle-path network for the natural environment fruition.Furthermore the work drew attention and regards of the local and regional administration. The main intent of the project is to integrate sustainable mobility themes with the environment recovery in a territory affected by high environmental troubles.The area includes the municipalities of Nocera Inferiore, Nocera Superiore, Mercato San Severino, Castel San Giorgio and Roccapiemonte, situated in Salerno’s province, with a total population about 114.000 (font Demo ISTAT 2010).The area extension is about 84,30 sqkm and it is crossed by river Solofrana that is the central point of the project idea. The intervention strategy is defined in two kinds of actions: internal and external rail station interventions. The external rail station interventions regard the construction of pedestrian-cycle paths with the scope of increasing the spaces dedicated to cyclists and to pedestrians along the river Solofrana sides and to connect the urban areas with the railway station. In this way, it’s also possible to achieve an urban requalification of the interested area. On the other side, the interventions inside the station , according to Transit Oriented Development principles, aim at redeveloping common spaces with the insertion of new activities and at realizing new automatic cycle parks covered by photovoltaic panels.The project proposal consists of the urban regeneration of small railway stations along the route-Nocera-Codola Mercato San Severino in the province of Salerno, through interventions aimed at improving pedestrian accessibility. The project involves in particular the construction of pedestrian paths protected access to the station and connecting with neighboring towns and installation of innovative bike parking stations in elevation, covering surfaces coated with solar panels and spaces information.The project is aimed to propose a new model of sustainable transport for small and medium shifts as an alternative to private transportation.L’articolo descrive il progetto di mobilità sostenibile che integra la riqualificazione ambientale di un tratto del fiume Solofrana nella Provincia di Salerno, la riqualificazione di sette stazioni locali della linea ferroviaria Mercato San Severino – Nocera Inferiore con la realizzazione di un percorso ciclabile per la fruizione del territorio naturale. L’approccio di fondo della proposta progettuale è quella di integrare i temi della mobilità. sostenibile con quelli del recupero ambientale, andando ad intervenire in un territorio ad elevata criticità: i comuni di Nocera Inferiore, Nocera Superiore, Roccapiemonte, Castel San Giorgio e Mercato San Severino (Provincia di Salerno) con una popolazione complessiva di circa 114.000 abitanti (fonte demo ISTAT 2010). La strategia consiste nella definizione di due tipologie di azione: interventi interni ed esterni alle stazioni ferroviarie. Gli interventi esterni alle stazioni prevedono la realizzazione di percorsi ciclo pedonali che andranno ad incrementare la presenza di spazi dedicati ai ciclisti e ai pedoni lungo le sponde del torrente Solofrana e all’interno degli insediamenti urbani, attuando così sia una riqualificazione delle sponde del torrente Solofrana, sia un miglioramento urbanistico delle aree interessate. Gli interventi interni alle stazioni, consistono, coerentemente ai principi del Transit Oriented Development, nella riqualificazione degli spazi comuni con inserimento di nuove funzioni e nella realizzazione di posteggi per biciclette ad elevazione automatica, con copertura in pannelli fotovoltaici
Il PON Reti e Mobilità e gli obiettivi di Sostenibilità: il ruolo del Piano di Monitoraggio Ambientale
Get PDFThe National Operative Program (PON) “Reti e mobilità” has been approved by European Commission on the 7th of December 2007.The strategic approach of the PON, exclusively devoted to the so-called “convergence regions” of Italy (Campania, Calabria, Sicilia, Puglia), aims to:1. improve the modal balance by an economic, social and environmental perspective;2. develop the inter-modality in order to move towards the integration of convergence area into the network of the European transport system;3. improve the mobility and the accessibility, also to reduce the traffic congestion;4. increase the efficiency related to security standards, to management techniques and to the quality of transportation services in the sector of freight; 5. guarantee the reduction of environmental impacts through a global improvement of the efficiency of the transport systems.In such a way it is clear that the PON “Reti e mobilità” takes greatly into account the Sustainability principles recognized at European scale as attested by the budget, namely over the 70% of the entire fund, associated with low-impacts infrastructures (railways and harbors). The PON has been submitted to the SEA procedure, following what the 2001/42/CE Directive establishes.The Environmental Report of PON devotes great attention to the monitoring activity as shown by the reported recommendation about the need for adequate measures for the environmental monitoring, also in order to apply corrective measures during the implementation of the program. By this point of view, a first and important step has been the elaboration of the “Environmental Monitoring Plan” (EMP) that represents the main methodological document for the following implementation of the monitoring activity.This paper, after a brief presentation of the program and of the objectives of Sustainability that the Programs aims to pursue through the realization of specific projects, is devoted to introduce the Environmental Monitoring Plan of the PON that has been approved by the Ministry of the Infrastructures and Transport -in charge as Management Authority of the PON- in February 2011. In detail, the PMA represents the tool through which, the Management Authority, that has specific responsibilities and functions in terms of monitoring and environmental assessment of the program, controls the significant impacts on the environment caused by the implementation of the PON and verify the level of achievement of the established objectives of environmental sustainability. The structure of EMP is based on three main aspects:1) the adoption of the results of other interesting experiences carried out by experts institutions on the topic;2) an approach favoring the creation of an “integrated” monitoring system with the others Operative Programs activated at regional scale;3) the implementation of a cooperation and shared process with all the directly-involved actors.Il PON Reti e mobilità 2007-2013 (PON) è stato approvato dalla Commissione Europea con decisione C(2007)6318 del 7 dicembre 2007.La strategia del Programma, rivolto alle Regioni “Obiettivo Convergenza” (Campania, Calabria, Sicilia, Puglia) si concretizza con interventi tesi a sviluppare l’intermodalità, a migliorare la mobilità e l’accessibilità anche per controllare e attenuare i fenomeni di congestione e a garantire la riduzione degli impatti ambientali delle infrastrutture di trasporto, in particolare in termini di riduzione delle emissioni di sostanze inquinanti attraverso il miglioramento complessivo della qualità e dell’efficienza del sistema dei trasporti con specifico riferimento alle merci.Appare dunque evidente come il PON Reti e mobilità tenga fortemente in conto i principi di sostenibilità affermati a livello europeo, non ultimi, quelli sottesi nel Libro Bianco dei Trasporti pubblicato nel 2011 dalla Commissione Europea. A conferma di una strategia complessiva del Programma improntata sulla sostenibilità ambientale, il PON Reti e mobilità destina oltre il 70% delle risorse programmate (cfr. Decreto dell’Autorità di Gestione del 28 luglio 2011) alla realizzazione di interventi relativi a modalità di trasporto sostenibili così come individuate a livello europeo (ferrovie, porti, trasporti multimodali e sistemi di trasporto intelligente).Il PON Reti e mobilità è stato sottoposto a procedura di VAS in accordo a quanto previsto dalla Direttiva 2001/42/CE del 27 giugno 2001, recepita in Italia con D. Lgs 152/2006 “Norme in materia ambientale”, successivamente modificato con D. Lgs 4/2008 e D. Lgs 128/2010.Nel Rapporto Ambientale della VAS del PON grande attenzione è dedicata all’attività di monitoraggio, come dimostra la previsione di “adeguate misure per il monitoraggio ambientale, anche al fine di apportare eventuali misure correttive nella fase di attuazione”. Un primo e rilevante passaggio in tal senso è rappresentato dall’elaborazione del Piano di Monitoraggio Ambientale (PMA), che costituisce il principale documento di riferimento per la successiva implementazione delle attività di monitoraggio.In questo articolo, a valle della presentazione del Programma e dell’indicazione degli obiettivi di sostenibilità ambientale che si intendono perseguire attraverso l’attuazione degli interventi finanziati, verrà dunque illustrato il PMA, adottato dal Ministero delle Infrastrutture e dei Trasporti (Autorità di Gestione del PON) nel febbraio 2011 che si pone nel panorama italiano come esperienza pilota nel campo del monitoraggio soprattutto dal punto di vista metodologico
