Tema. Journal of Land Use, Mobility and Environment (University of Naples)
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Il rifornimento della rete commerciale al dettaglio della Provincia di Napoli
Get PDFThe paper proposes a demand analysis and a re-engineering of the distribution network for supplying retailers in the metropolitan area of Napoli (Italy), carried out under the managing supervision of the local Association of Retailers. Notably, while there is a well-established set of infrastructural and operational solutions for more efficient distribution patterns leading to a reduction of freight vehicles•km in urban areas, the issue of their quantitative appraisal still deserves attention. This is also due, in the authors’ view, to the uncertainty in the transferability of (the few) quantitative methods for freight demand forecasts available in the literature to geographical contexts different from those they were implemented in. Firstly, the design and the outcomes of an extensive survey carried out within the metropolitan area of Napoli, in order to estimate the current freight demand, are presented. In more detail, the survey focused on the specific segment of retailers not belonging to a structured organization (i.e. department stores, newspapers, pharmacies, and so on), because of their intrinsic inefficiency and the consequent need for a substantial reorganization. Within this segment, 2.000 retailers (over about 30.000) have been surveyed, following a stratified sampling scheme by commodity group and geographical position. In more detail, six commodity groups (universe share in brackets: textile/clothing (33%), foodstuff (20%), household appliance and electronics (4%), furniture (5%), stationery (11%), other retailers (27%)) and nine territorial clusters (different for urban density, transport network performances and retailers’ characteristics) have been taken into account. As a result, a remarkable traffic has been observed, with some 27.000 consignments per day corresponding to about 260.000 packages. The main destinations are Napoli and its direct suburbs (about 24.000 consignments/day), the main origins are Napoli (9.000), its metropolitan area (11.000), the remaining of the region (2.000) and outside the region (5.000). Then, a re-engineering of the distribution network has been proposed and analyzed. In more detail, interest is primarily focused on rationalizing consignments coming from Campania and destined to the parts of the metropolitan area of Napoli with the highest population densities and road network congestion, that is the cities of Napoli, Nola, Castellammare di Stabia and Sorrento. The re-engineering is based on the introduction of 6 small transit points, three in the city of Napoli and one for each of the remaining cities, aimed at capturing all the consignments supplied within their area of influence, in order to support the protection of high valued urban areas. Notably, the re-engineering project took into account also the presence of significant intermodal nodes and logistic platforms within the study area, as potential higher-level platform for supplying transit points.Nella nota vengono sintetizzate le principali conclusioni cui è pervenuta una ricerca finanziata dalla Camera di Commercio di Napoli e realizzata da Uniontrasporti e dal dipartimento di Ingegneria dei trasporti della Federico II. Il lavoro ha riguardato il settore prevalente della city logistics e cioè il rifornimento di quegli esercizi della rete commerciale al dettaglio che non dispongono di organizzazioni autonome già oggi sotto controllo come, ad esempio, hanno la Grande distribuzione, il trasporto dei giornali, dei prodotti farmaceutici, degli ortofrutticoli ecc. Il lavoro è stato caratterizzato da alcune specificità: • è basato su una conoscenza quantitativa diretta della domanda di rifornimento merci nell’area metropolitana di Napoli ottenuta da una rilevazione campionaria sul campo (2000 interviste) • si riferisce ad un’area metropolitana e non ad una singola città, prevedendo che una diversa organizzazione del rifornimento deve riguardare tutti gli esercizi del territorio sul quale operano le aziende del settore, territorio che, per le grandi città, coincide con l’area metropolitana • prevede la realizzazione di due tipologie di “nodi” nei quali effettuare manipolazione delle merci: centri merci inseriti negli interporti dell’area per i flussi provenienti o destinati in zone molto distanti (Italia del centro, del nord e del sud) e transit point “di quartiere” dai quali partire per raggiungere il destinatario finale con mezzi a mano o ad emissione zero o anche con ritiro a cura del destinatario stesso. Le principali dimensioni della domanda desunte dall’indagine eseguita possono essere sintetizzate nelle seguenti cifre: 27.000 consegne/giorno-medio (0,87 per esercizio) per 260.000 colli (9,72 a consegna) su tutto il territorio della provincia; il 44% destinate alla città di Napoli, il 45% destinato al resto dell’area metropolitana di Napoli e l’11% al resto della provincia; il 34% proviene invece da Napoli città, il 41% dal resto della provincia e il 6% dal resto della regione Campania: solo il 19% proviene dal resto d’Italia e, in larga prevalenza, dal centro-nord. Si prevede che transitino per gli interporti dell’area solo i flussi extra campani mentre buona parte dei flussi con provenienze regionali può avvalersi dei transit-point di secondo livello dai quali, mediante carrelli a mano o elettrici o piccole vetture a basso impatto ambientale, nell’arco della giornata di arrivo, raggiungono i destinatari. Oltre alle verifiche di natura trasportistica finalizzate a valutare i costi del nuovo modello di assetto, sono state condotte altre verifiche con riferimento all’inserimento urbanistico ed alle soluzioni progettuali per i transit-point. Queste ultime sono state sviluppate scegliendo sei casi pilota che fossero, nei limiti del possibile, rappresentativi dei diversi contesti rinvenibile nell’area metropolitana. È stato così possibile procedere ad un dimensionamento delle superfici necessarie e definire i requisiti funzionali, tecnologici, ambientali ed economici per tre casi dei sei casi sviluppando schemi di progetto che ne dimostrano la possibilità di inserirsi nei contesti reali. Per quanto riguarda i costi si è giunti alla conclusione che il passaggio delle merci attraverso i transit-point comporta costi aggiuntivi che, essendo contenuti, dovrebbero poter essere compensati da benefici sociali e quindi dall’accollo da parte della Pubblica amministrazione di un’aliquota degli oneri aggiuntivi
Communication Network and settlements in the PTCP of Naples
Get PDF Il PTCP nasce nel clima della pianificazione europea rivolta alla realizzazione della rete TenT e della ricerca di come questo sistema di connessione potesse diventare strumento di sviluppo e coesione territoriale. Nella stessa scia si colloca tanto il Quadro Strategico Nazionale che il Piano Strategico Ragionale nei quali si definisce il ruolo territoriale della metropoli napoletana nel contesto internazionale. Queste premesse forniscono utili indicazioni per determinare l’organizzazione generale del territorio napoletano sia perché determinano nuovi ingressi da attrezzare adeguatamente al ruolo di vetrine e di accoglienza, sia perché contribuiscono a realizzare il sistema policentrico locale e le connessioni nel sistema delle centralità regionali. Tra i problemi di maggior delicatezza che si pongono c’è l’equilibrio tra vecchie e nuove centralità, ovvero la scelta se procedere secondo uno sviluppo additivo al sistema urbano esistente con il rispetto del patrimonio culturale e delle radici storiche. L’altro fondamentale termine di confronto è costituito dalle esigenze ambientali affermate prioritariamente con la difesa delle aree agricole e degli spazi aperti, ma di cui non si possono trascurare altre implicazioni quali quelle della capacità di un sistema urbano concentrato di rafforzare la competitività della mobilità verde. The Territorial Plan of the Province of Naples (PTCP) framework is given by European Planning and research (ESDP and ESPON). Regional strategic spatial planning suggested development directions while making important investment in the rail transportation network. The cohesion spatial policy was focused on the controversial concept of mega-metropolis contrasted by the concept of the development platform. From such discussion cooperation programs come with the great cities of the Southern Italy Rome and Bari, the strengthening of transportation infrastructure and the development of the nodes of interrelations. Inside the metropolitan area, the high concentration in the city of Naples and the high density of the shoreline are the starting point for a policy of inland development according to strengting of the east-west corridor connecting the Tyrrhenian to the Adriatic See and the overseas lands of the south-east Europe. The paper analyses the transportation system supporting this more northern part of the Province and found some areas, in the middle, lacking of enough commuting facilities, even in the Regional plans evaluating a rail service or a new tramway network alternative. The paper shows what meaning polycentricity has in the PTCP and highlight its strategic perspective: a set of centres at the some ranking for service furniture to families and firms in the poles of the transportation infrastructure. A pilot project has been the development of a CBD in the new location of High Speed train station 10 Km. north of the city core. Because the metropolitan area results from the joining of a net of old cities, town and villages, one task of the PTCP has been to asses their role in the functional complex and to plan what rank will reach in the future to have a more equilibrate whole. One of the rationale was to check the compatibility of the new functions with the urban morphology. This study demonstrated the need of new centralities. Governance in a setting where constitutional organization gives the main planning powers to municipalities hardly associate higher levels as the Provincial one, the younger in the planning system. In this case Naples PTCP focuses on the population territorial distribution acting on the municipal housing objectives. In conclusion, arguments are given to explore the sustainability of the polycentric concentrated ad mix use model. Confronted with the transportation system it seems the only one able to give a preference to the collective commuting mode, fighting the suburban sprawl and its dependency on car commuting
Mobility and Safety: a Challenge to Win for All
Get PDFThe article describes the situation of urban mobility in Europe in the last 15 years. In consideration of the increasing transport’s flow from 20th Century until today, traffic and transport obtain a high level of congestion that is not more possible to effort. This congestion first of all concerns the so called “tyre mobility”, generating two negative effects: car accidents are in continuous growth, with high costs in terms of human-lives and permanent damages; our streets became in the last 15 years very dangerous. To reach one point from another in a town is not only dangerous, but also takes an increasing amount of time.
People called “weak customers” (children, old people, pregnant women with babies, temporarily disabled persons) are the principal victims of this situation. In this article we will also explain the newest data about transport accidents and mortality in the last ten years. This researches show how mortality rate in the last ten year is constantly decreasing, while in the last 50 years, from 1950 to 2000, it has always grown. And this is a positive item that lead us to place the bases for the future. In this direction goes the so called “White Paper” submitted by the UE on 12 September 2001: “European transport policy for 2010: time to decide”. The Commission has proposed 60 or so measures to develop a transport system capable of shifting the balance between modes of transport, revitalizing the railways, promoting transport by sea and inland waterway and controlling the growth in air transport. In this way, the White Paper fits in with the sustainable development strategy adopted by the European Council in Gothenburg on June 2001, introducing the concept of the trans-European network (TEN). Concerning this situation, we also highlight that FIABA has been founded in order to pull down the cultural and physical barriers created by isolation, marginalization, and social unfairness. Let’s think about the birth of a human being: mothers and their children are part of the environment and it should be able to hold them. An environment that is suitable to growing up children is respectful of people’s elementar needs. We have to cultivate our sensitivity in order to prevent the appearing of new barriers, being it architectural features or not. This argument is strictly connected with the reorganization of our urban spaces trough the so called PUT (Urban Traffic Plans) and the National Plan. We also never forget that a convenient, universal-accessible environment help us increasing the value of our time and our lives. If we can have back the value of our environment we can increase the inner value of ourselves. In conclusion, architectural features that are commonly found in apartment blocks and cemeteries make clear that the planning wasn’t for everyone. FIABA deeply wants to develop a different awareness of mobility problems, in the hope it can trigger off a new way of planning. We want, in the next future, that every building and every road will be thought without architectural features, in order to simplify everyday life and to assure us and our relatives the accesses.The article describes the situation of urban mobility in Europe in the last 15 years. In consideration of the increasing transport’s flow from 20th Century until today, traffic and transport obtain a high level of congestion that is not more possible to effort. This congestion first of all concerns the so called “tyre mobility”, generating two negative effects: car accidents are in continuous growth, with high costs in terms of human-lives and permanent damages; our streets became in the last 15 years very dangerous. To reach one point from another in a town is not only dangerous, but also takes an increasing amount of time. People called “weak customers” (children, old people, pregnant women with babies, temporarily disabled persons) are the principal victims of this situation. In this article we will also explain the newest data about transport accidents and mortality in the last ten years. This researches show how mortality rate in the last ten year is constantly decreasing, while in the last 50 years, from 1950 to 2000, it has always grown. And this is a positive item that lead us to place the bases for the future. In this direction goes the so called “White Paper” submitted by the UE on 12 September 2001: “European transport policy for 2010: time to decide”. The Commission has proposed 60 or so measures to develop a transport system capable of shifting the balance between modes of transport, revitalizing the railways, promoting transport by sea and inland waterway and controlling the growth in air transport. In this way, the White Paper fits in with the sustainable development strategy adopted by the European Council in Gothenburg on June 2001, introducing the concept of the trans-European network (TEN). Concerning this situation, we also highlight that FIABA has been founded in order to pull down the cultural and physical barriers created by isolation, marginalization, and social unfairness. Let’s think about the birth of a human being: mothers and their children are part of the environment and it should be able to hold them. An environment that is suitable to growing up children is respectful of people’s elementar needs. We have to cultivate our sensitivity in order to prevent the appearing of new barriers, being it architectural features or not. This argument is strictly connected with the reorganization of our urban spaces trough the so called PUT (Urban Traffic Plans) and the National Plan. We also never forget that a convenient, universal-accessible environment help us increasing the value of our time and our lives. If we can have back the value of our environment we can increase the inner value of ourselves. In conclusion, architectural features that are commonly found in apartment blocks and cemeteries make clear that the planning wasn’t for everyone. FIABA deeply wants to develop a different awareness of mobility problems, in the hope it can trigger off a new way of planning. We want, in the next future, that every building and every road will be thought without architectural features, in order to simplify everyday life and to assure us and our relatives the accesses
Integrazione trasporti territorio nei PUM: esperienze a confronto
Get PDFUrban transport plan according to the Italian national Law n.340/ 2000 have the specific aim of improving the traffic situation in the cities. Mobility plans consider all modes of transport planned towards a sustainable urban development. The measures implemented are a mixture of material and immaterial interventions with the aim to reach a better traffic environment with reduced traffic volumes and emissions, increased accessibility and safety and an increased quality of life for all citizens. In Italy, according to the principle that the mobility strategies cannot be separated from the land use planning, many cities are developing innovative Mobility Plans that are integrated with urban planning actions. In order to underline these best practices, a comparative study is proposed between five different urban areas in the central and northern Italy. Most innovative plans have within their strategies the following points: – Promote integrated policies to deal with the complexity of urban transport systems, governance issues and the necessary coherence between different policies, for example between urban mobility and cohesion policy, environment policy or health policy. – Help to green urban transport by introducing new, clean vehicle technologies and alternative fuels and promoting smart charging to encourage transport users to change travel behavior. – Support sharing experience and knowledge to enable better access to this information and help stakeholders to capitalize on these experiences and on relevant data and statistics. – Optimize urban mobility to encourage effective integration, interoperability and interconnection between different transport networks. – Improve road safety to achieve a high level of road safety, especially for vulnerable road users such as young people and the elderly. However only some plans have specific actions towards a real urbanmobility integration. For example the Perugia Mobility Plan define the “urban and mobility planning areas” where the land use changes and the new transport infrastructures are planned and implemented at the same time. The Bolzano Mobility Plan defines specific actions for the open spaces and pedestrian networks, that are considered as an integrated part of the multi-modal transport system. Another example is the Reggio Emilia Mobility Plan, that defines specific actions for the Transit Oriented Development of the metropolitan area. These innovative plans are the first examples of a new approach for the integrated transport and land use planning and represent the first step towards an effective integration towards new mobility patterns in cities and sustainable development of urban areas.Urban transport plan according to the Italian national Law n.340/ 2000 have the specific aim of improving the traffic situation in the cities. Mobility plans consider all modes of transport planned towards a sustainable urban development. The measures implemented are a mixture of material and immaterial interventions with the aim to reach a better traffic environment with reduced traffic volumes and emissions, increased accessibility and safety and an increased quality of life for all citizens. In Italy, according to the principle that the mobility strategies cannot be separated from the land use planning, many cities are developing innovative Mobility Plans that are integrated with urban planning actions. In order to underline these best practices, a comparative study is proposed between five different urban areas in the central and northern Italy. Most innovative plans have within their strategies the following points: – Promote integrated policies to deal with the complexity of urban transport systems, governance issues and the necessary coherence between different policies, for example between urban mobility and cohesion policy, environment policy or health policy. – Help to green urban transport by introducing new, clean vehicle technologies and alternative fuels and promoting smart charging to encourage transport users to change travel behavior. – Support sharing experience and knowledge to enable better access to this information and help stakeholders to capitalize on these experiences and on relevant data and statistics. – Optimize urban mobility to encourage effective integration, interoperability and interconnection between different transport networks. – Improve road safety to achieve a high level of road safety, especially for vulnerable road users such as young people and the elderly. However only some plans have specific actions towards a real urbanmobility integration. For example the Perugia Mobility Plan define the “urban and mobility planning areas” where the land use changes and the new transport infrastructures are planned and implemented at the same time. The Bolzano Mobility Plan defines specific actions for the open spaces and pedestrian networks, that are considered as an integrated part of the multi-modal transport system. Another example is the Reggio Emilia Mobility Plan, that defines specific actions for the Transit Oriented Development of the metropolitan area. These innovative plans are the first examples of a new approach for the integrated transport and land use planning and represent the first step towards an effective integration towards new mobility patterns in cities and sustainable development of urban areas
Leisure Mobility for Enjoying the City
Get PDFNello scenario attuale la gran parte delle città è impegnata in investimenti nel settore turistico al fine di rendersi maggiormente competitive e di attrarre investimenti. Questo rinnovato interesse verso il settore turistico e del tempo libero ha generato una nuova tipologia turistica riconosciuta come turismo urbano, sviluppatosi sostanzialmente durante tutti gli anni Novanta. Partendo dalla consapevolezza che lo spostamento sia una condizione necessaria allo svolgimento della pratica turistica tout court e di quella urbana in particolare, l’articolo tenta di mettere in evidenza la capacità di adattamento dell’offerta di trasporto urbano alle esigenze turistiche. La relazione tra sistema di trasporto urbano e pratica turistica, se esiste, può essere analizzata alla luce dei principali interventi messi in campo per adattare l’offerta di trasporto alle richieste di un’utenza temporanea ma con una forte incidenza sul bilancio economico della città.This paper deals with leisure mobility that is a special form of mobility enabled by tourists in urban areas. As a matter of fact, tourism activity occupies a central role in the economies of cities today. Most of the processes of urban renewal actually still in progress always provide investment in tourism and leisure. The metropolitan areas as well as small and medium-sized cities, to redefine its development model stake on the rejuvenation of the tourism and culture in order to attract visitors and tourists. In this context, the urban supply system for tourism-oriented services has been enhanced with new ways of enjoying the city. Transport supply to enable travel within the city plays a significant role. Sometimes the mean of transport turns into a tourist attraction itself both giving value to tourist experience and improving accessibility to urban attractions. The first part of this paper refers to theoretical aspect of the tourism phenomenon. This is to underline how tourism is a complex phenomenon and it needs the construction of an analytical framework to synthesize its multidisciplinary aspects. The systems approach helps to reduce complexity by a simplified model allowing to understand how different elements fit together (Page 2003: 22). In such a vision, tourist demand and tourist supply can be considered as two sub-systems of the tourism system. Demand analysis is the basis of economic evaluations. Supply analysis mainly refers to what the city has to be attractive. To simplify, one can argue that demand activates by the need of change and supply is something that could be better arranged. So, in the tourist process, demand could be considered as a “push factor” while supply could represent a “pull factor”. The supply system can be regarded as composed of three major components: the local resources, the services in support of tourism and the facilities for mobility. The transport system is an important component of the supply system and it is a strongly attractive factors affecting tourist choice. In the second part of the paper some aspect of mobility are discusses. The aim is to demonstrate that some differeces exist between urban mobility and leisure mobility especially if we refer to the disposal of time and the way to move. In the final part, starting from the consideration that displacements are the “sine qua non” condition for tourism, the paper offers an overview of the main examples of tourist supply of transport aimed at improving the attraction of the city. Private sector is much more present than public in supporting innovative forms of moving in the city. Public sentor is much more engaged in managing the effects of tourism on the city. As the paper shows the integration between the urban transport system and tourism is a still difficult to achieve. Success depends exclusively on coordination between all actors involved
Il territorio dei bit: reti metropolitane per la mobilità delle informazioni
Get PDF The city is increasingly characterized as a place of relationships, as a exchange site, such as transactional space. There are now widely accepted scenarios that describe future urban concentrations of 75% of human beings on the planet within the urban areas which require a renewed attention to urban phenomena. In this condition the new information and communication technologies play a key-role in the processes of urban transformation and territorial development. The city produces, it processes and transfers information and this seems to be the new good for the urban economy. In order to transfer information (or in some other way to ensure access to it), many large urban concentrations are developing cabled infrastructure through the construction of fiber-optic networks capable of transferring large amounts of information with extremely high speeds. All this will change substantially the profiles of the city by the urban community that will be reached by broadband networks and solicited, by enormous pressures that the market is having on the TLC sector, towards an increased use of computerized flow to perform all activities inside the city. In general we can say, and this study attempts to demonstrate the meaning of that position, that the broadband networks should be one of the structural components of the new "governance" for the city of the XXI century. Furthermore we should not forget the risk of “broadband divide” and, in order to avoid it, we need to promote an inclusive processes of modernization of the city that provide access to the network. In the very next future the prerequisite for territorial development will be strictly connected with the presence of broadband network. Many countries have already understood the strategic role of this infrastructure and have activated specific policies to support their creation. Italy, which is the first places in the world for distribution of devices for mobile phones, seems to show some difficulties in developing the full accomplishment of such infrastructures, but some new political actions seem to start a new season for the digital transformation of the italian territory in a "land of bits". It is now widely accepted that broadbans networks represents a key component for the development of territory. The presence of such infrastructure provides the potential to take part in new and productive economic processes that generate and develop themselves exclusively in the new digital economy. As many researchers have pointed out, for over a decade, broadband networks are an inalienable structure for urban competitiveness and, more generally, a facility which must be installed in all the territorial ambits in which human activities are located. This article try to point out some main issues about the broadband “affaire” in different countries with a special focus on the italian situation. La città è sempre più caratterizzata come luogo di relazioni, come un sito di scambio, come spazio transazionale. Le nuove tecnologie dell'informazione consentono rappresentano il mezzo per supportare le nuove forme di comunicazione svolgendo un ruolo chiave nei processi di trasformazione urbana e di sviluppo territoriale. La città produce, elabora e trasferisce informazione e questo sembra essere il nuovo bene di riferimento per l'economia urbana. In un futuro molto prossimo il presupposto per lo sviluppo territoriale sarà strettamente riconducibile alla presenza di rete che consentano il transito di flussi informativi. In tale panorama tendenziale la disponibilità delle reti a banda larga rappresenta un elemento basilare nell’offerta insediativa che i territori, in particolare quelli metropolitani, dovranno predisporre. Sulla qualità di tale offerta si fonderà molta della competizione fra aree nella definizione di iniziative di marketing territoriale e attrazione di investimenti. L’innovazione propone oramai quasi giornalmente tecnologie per una nuova comunicazione che si diffondono rapidamente nella socialità urbana. Cambiano i sistemi di relazione, le etiche degli individui, i codici di comunicazione, ma anche le attività e gli spazi di incontro: cambia la città. La rete consente nuove attività transazionali nel ciberspazio (o nella città digitale) che modificano i precedenti codici di interazione fra gli attori urbani e che richiedono infrastrutture reali e siti fisici di insediamento diffuso per minimizzare la distanza fra unità d’offerta e consumer. Nell'articolo si tenta di sottolineare alcune questioni principali per la banda larga affaire in diversi paesi, con una particolare attenzione alla situazione italiana
Envisioning Parking Strategies in the Framework of Sustainable Urban Transport
Get PDFParking policies and regulations are important tools in planning for the governance of urban mobility. The proper design and location of parking facilities, in fact, contributes to an efficient use of the transportation system (or it may reduce its efficiency, when these infrastructures are not properly planned). This paper discusses the role of parking as part of the policy packages for strategic planning aimed at increasing the sustainability of urban and metropolitan areas. In particular, the integration of parking strategies in a comprehensive vision for the future of a city may significantly improve the allocation of resources and the reduction of the overall environmental externalities.
The role of parking in the strategic planning of cities is discussed through the analysis of several recent projects in the city of Bari (Italy). The paper discusses the way these projects are linked (or eventually not linked) to broader strategies for urban mobility, and how they might be coordinated into policy packages that promote more sustainable transportation. The use of an integrated land use transportation modeling approach to simulate the long-term evolution of the urban area may significantly contribute to estimate the long-term effects of the proposed policies. This approach may successfully support the process of policy evaluation and the selection of the optimal strategies to implement.Parking policies and regulations are important tools in planning for the governance of urban mobility. The proper design and location of parking facilities, in fact, contributes to an efficient use of the transportation system (or it may reduce its efficiency, when these infrastructures are not properly planned). This paper discusses the role of parking as part of the policy packages for strategic planning aimed at increasing the sustainability of urban and metropolitan areas. In particular, the integration of parking strategies in a comprehensive vision for the future of a city may significantly improve the allocation of resources and the reduction of the overall environmental externalities. The role of parking in the strategic planning of cities is discussed through the analysis of several recent projects in the city of Bari (Italy). The paper discusses the way these projects are linked (or eventually not linked) to broader strategies for urban mobility, and how they might be coordinated into policy packages that promote more sustainable transportation. The use of an integrated land use transportation modeling approach to simulate the long-term evolution of the urban area may significantly contribute to estimate the long-term effects of the proposed policies. This approach may successfully support the process of policy evaluation and the selection of the optimal strategies to implement