Tema. Journal of Land Use, Mobility and Environment (University of Naples)
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City networks, mobility and environment: the Preliminary of the Avellino PTCP
No full text L’articolo propone la lettura dei contenuti del Preliminare del PTCP di Avellino, un piano per molti aspetti innovativo, soprattutto per aver coniugato pianificazione di area vasta di tipo tradizionale e logica “strategica”. In particolare, l’articolo descrive idee guida, contenuti e strategie del piano orientate, prevalentemente, a stimolare lo sviluppo sostenibile di un’area in ritardo di sviluppo come la provincia irpina, attraverso la salvaguardia e valorizzazione delle risorse naturali e storico-culturali, la costruzione di reti di medie e piccole città e reti di mobilità alle diverse scale, da quella urbana a quella internazionale, e interventi sul sistema della mobilità. Nel 2004, ormai più di cinque anni fa, è stato adottato, a maggioranza assoluta (solo due gli astenuti), il Preliminare di Piano Territoriale di Coordinamento della Provincia di Avellino, dopo un lavoro di oltre due anni che ha visto impegnati gli uffici provinciali con due dipartimenti universitari. Il lavoro, che va ben oltre il significato e la valenza di un preliminare e che coniuga due pratiche di piano diverse (quella tradizionale e quella strategica) ruota attorno a tre idee di fondo, tra loro strettamente interrelate, che costituiscono i criteri guida che finora ha inteso seguire la provincia di Avellino nell’attività di governo delle trasformazioni. Tali idee, quindi, costituiscono le fondamenta su cui è stato costruito il Preliminare e sono la griglia di specificazione delle strategie e degli obiettivi di piano. Esse sono alla base delle scelte elaborate per lo sviluppo compatibile del territorio, e sono riferibili alle azioni operative di trasformazione del territorio che gli Enti locali, cui è demandato tale compito, nel prossimo futuro dovranno affrontare. Le tre idee forza del Preliminare, descritte nel seguito, sono riferibili ai sistemi di risorse principali della provincia di Avellino, oggetto di una indagine analitico-interpretativa molto approfondita che ha rappresentato lo start del processo di pianificazione in itinere. This paper suggests reading the contents of the Avellino Ptcp, a very innovating plan from several points of view, especially for joining the traditional vast area planning and the “strategic” logic. In particular, the paper describes the guiding ideas, contents and strategies of the plan, mainly targeted to encourage sustainable development of an area with a delayed development such as the irpinia province , through the safeguard and exploitation of natural and historical-cultural resources, the building of medium and small cities networks and mobility networks at different scales, from the urban one to the international one, and interventions on the mobility system. In 2004, more than five years ago, the Preliminary of the Coordination Territorial Plan of the Avellino Province was adopted by absolute majority (with only two abstentions), after a two-year work carried out by the provincial offices and the Dipartimento di Pianificazione e Scienza del Territorio of the University of Naples “Federico II”. This work that exceeds the meaning and value of a preliminary and joins two different techniques of plan (the traditional one and the strategic one) is based on three fundamental ideas, strictly interlaced, which represent the guiding criteria followed by the Avellino Province in governing transformations. Those ideas, therefore, represent the grounds on which the Preliminary has been built and are the specification grid of the strategies and targets of the plan. They are the base of the choices worked out for the territorial compatible development, and refer to the operating actions of territorial transformation that the Local agencies, appointed to this task, will have to carry out in the next future. The three key-ideas of the Preliminary, described in the following paragraphs, refer to the main resources systems of the Avellino Province, which have undergone a deep analytical-interpretative investigation giving start to the current planning process
Territory management and great transformations in the city region of Milan
Get PDF Lo studio analizza le grandi trasformazioni in atto nella “regione urbana” milanese, esaminando gli strumenti, le strategie e le politiche seguite. Per “regione urbana” si intende un territorio che non fa riferimento a relazioni gerarchiche di tipo centro-periferico, bensì determina relazioni multi direzionali, a differenza dell’area metropolitana che viene definita in base a relazioni di dipendenza (economica, sociale, funzionale, ecc.) di agglomerati esterni rispetto ad un capoluogo. La regione urbana milanese è uno dei poli economici e produttivi più attivi a livello nazionale ed europeo, tuttavia tale territorio è caratterizzato da una ridotta qualità urbana e ambientale e da fenomeni di polarizzazione e di frammentazione sociale in aumento, che hanno ripercussioni negative sulle prospettive di sviluppo dell'area. I più recenti strumenti di pianificazione dell’area milanese fanno riferimento alla coesione territoriale, cercando di disegnare una nuova struttura per il territorio frammentato e diffuso, consolidando il policentrismo della regione urbana, favorendo il riconoscimento di aggregazioni intermedie, al cui interno ricercare integrazione del sistema dei servizi, identità e appartenenze di area. Per attivare una politica di riqualificazione a livello urbano e territoriale, risulta fondamentale seguire forme di coordinamento tra i vari livelli di pianificazione. Particolare attenzione viene posta al problema della mobilità che richiede strategie particolari non solo del traffico quale effetto indotto, ma anche delle cause che lo producono, con riferimento specifico alla distribuzione sul territorio delle diverse attività, ad un corretto equilibrio tra insediamenti residenziali, produttivi e terziari. È necessario, dunque, individuare strumenti e procedure, capaci di perseguire un equilibrio dinamico tra i flussi attratti dalle attività insediate e i flussi “sostenibili” dalle infrastrutture di trasporto presenti nell’area. Va evidenziato che gli strumenti tradizionali di pianificazione, sia di area vasta che di governo urbanistico, sono supportati dalla presenza di atti e documenti “strategici”. Sia la Provincia che il Comune stanno ponendo particolare attenzione su obiettivi di miglioramento urbano e ambientale dell’area milanese, intesi come fattori determinanti per la competitività territoriale. In sintesi, si intende delineare uno scenario delle trasformazioni territoriali in atto, valutandone le potenzialità e le criticità e, contestualmente, verificare la possibilità di convertire gli obiettivi di politica urbana in azioni efficaci. This study analyses the great transformations under way in the “city region” of Milan, investigating instruments, strategies and policies pursued. The meaning of “city region” is a territory formed of multidirectional relations, without hierarchic relations between center and outskirt, unlike the metropolitan area that is defined by relations of dependency (economic, social and functional) of the suburban built-up area on the main city. The city region of Milan is one of the most active and productive centers at national and European level, even so this territory has a low urban and environmental quality and it is characterized by polarization and social fragmentation raising cases that have negative reverberations on development opportunity of the area. Latest planning instruments of the area aim to territorial cohesion, attempting to design a new shape for the fragmented territory, improving the city region polycentrism, promoting the identification of intermediate city aggregations. Forms of coordinated government becomes fundamental to achieve urban and environmental redevelopment. The processes of transformation in the last years in the “city region” of Milan have confirmed the historical guiding of the territorial development, but the more important participations in existence and in realization, have widened the role and the weight of the aces North - West (Bovisa) and North (Bicocca, Ansaldo, Falck) respect to other city aces. The weight of the northern areas have been strengthened from the widening of the airport of Malpensa and from the “high speed” in the Central Station. During the last years some meaningful signs of resumption have been in the urban field. The transformation, the recovery and the valorization of the city territory project Milan towards a new urban order, typical of modern great city. The study analyzes the withins of participation and the strategies that serve to increase the inhabited offer, to improve the services publics, to define a new system of transports and green areas. Special attention is given to the mobility matter that needs strategies aiming to solve traffic congestion troubles not regarding only the zoning driven effect but also regarding its causes. Management instruments and procedures are needed to reach a dynamic balance between traffic flows attracted by local activities and traffic flows sustainable for existing transportation infrastructures. It's good to point out that traditional urban and land planning instruments are supported by “strategic planning”. Both “Provincia di Milano” and municipality aim to improve urban and environmental quality of the city region of Milan. In brief, the study aims to outline a scenery of territorial transformation under way, considering criticality and potentiality and, contextually, it aims to verify the opportunity to convert urban policy objectives in operative actions
Pianificazione urbana e comportamenti di viaggio: più di una relazione
No full textThe relation between transport and land use is a widely debated issue. As many authors outlined and the common sense suggests, land use and transport are two sides of the same coin. With few exceptions, people travel in order to reach places where they can carry out their activities. If one the one side talking about land use and mobility may seem redundant, this kind of feeling of redundancy and yet the great and growing interest of the scientific community reveal the complexity of this relation. Does the spatial structure of cities influence mobility styles? Besides some theoretical assumptions, many researches tried to answer this question and to find evidences for it, especially in terms of causality. Most of the scientific literature about the influence of urban structure on mobility can be found within the debate over compact city and urban sprawl. Two main goals can be identified for these studies (the first being by some means functional to the second): a deep understanding of the relation between the two fields and the detection of a “good” urban structure. Moreover, this relation is analyzed in order to devise and support integrated land use and transport strategies meant to counter sprawl and de-territorialization processes and to get to a more balanced modal share. Research efforts, those of the last decade in particular, are then focused on finding causal relations between land use and transport, in order to support - or in some cases to undermine - integrated policies (e.g. Transit Oriented Development in the USA or the ABC policy in the Netherlands). Despite the amount and variety of studies devoted to this topic, this relation is still far from being understood and empirically proven, turning out to be a very complex and disputed issue. Considering the evolution of the literature on the relation between the spatial structure of cities and the inhabitants’ travel behaviour, a gradual softening of positions can be identified, so that unambiguous positions are disappearing. Analyzing the literature about the relation between transport and land use, the paper will identify the main emerging problematic issues and controversies. Not denying the importance of causal relations between urban structure and mobility styles, the question that will be addressed, and that underlies the analysis, is whether the evidence for this relation should be considered as a staging post for devising policies to counter de-territorialization processes and unsustainable lifestyles or not.L’influenza dei caratteri urbani sulla domanda di mobilità è un tema ampiamente dibattuto e studiato. Al di là delle assunzioni teoriche a riguardo, molti studiosi hanno tentato di individuare empiricamente nessi attestanti questo fenomeno. Gran parte della letteratura scientifica sul tema può essere ricondotta al dibattito sulla città compatta e sullo sprawl. Due principali obiettivi contraddistinguono questo dibattito: la comprensione delle complesse dinamiche che legano la domanda di mobilità ai caratteri urbani e l’individuazione di configurazioni sostenibili degli usi del suolo. Il fenomeno è dunque studiato al fine dello sviluppo di strategie fondate sull’integrazione tra i trasporti e gli usi del suolo, finalizzate a limitare l’uso dell’auto e ad ottenere una distribuzione modale degli spostamenti più equilibrata. Buona parte della ricerca scientifica, specialmente nell’ultimo decennio, è dunque focalizzata sull’identificazione di nessi causali tra gli usi del suolo e i trasporti, per supportare, o in alcuni casi mettere in discussione, esperienze e politiche integrate. Nonostante la quantità e varietà di studi dedicati al tema, il fenomeno è ancora lungi dall’essere compreso e dimostrato empiricamente. Il dibattito in proposito è ampio e l’impressione è che con l’aumentare degli studi in proposito e del livello di approfondimento delle analisi diminuisca la sensazione di chiarezza. Attraverso un’analisi della letteratura, l’articolo mette in evidenza i principali problemi emergenti dal dibattito. Senza negare l’importanza del riconoscimento di nessi causali tra i caratteri degli insediamenti e la domanda di mobilità, opinione di chi scrive è che l’individuazione di questi nessi non debba necessariamente costituire una condizione imprescindibile per la definizione e l’adozione di un approccio integrato
Three Hypothesis of Facilitated Pedestrian From Posillipo to Marechiaro
Get PDFSeveral publications on pedestrian ways in Naples considered as a tourist attractions, have been published recently. They are based on research works carried out by Naples University scholars. Several Projects taking into account the specific environment of Borgo Marino have been submitted in order to facilitate the connection between Posillipo and Marechiaro area which is besieged by factors that alter its natural, cultural and environmental resources. It should be planned a transportation system less polluting than the existing one, re-evaluating the rehabilitation of the tramway connection between these areas. It should be upgraded the public roads, by improving environmental pathways and their equipment in order to encourage and to increase pedestrian access to the sea. It should also assess the feasibility of mechanical lifts, mini electric buses and marine transport. The three proposals presented here provide a line of small electric buses, that goes from Capo Posillipo to Marechiaro square; a cable railway that starts from the exedra of Coroglio slope gets to the square ; a leaning lift or a lightweight one carriage funicular that travels along the green area between the two roads. The three proposals must be tested functionally, environmentally and technologically. It is interesting to involve residents and traders in the planning.Several publications on pedestrian ways in Naples considered as a tourist attractions, have been published recently. They are based on research works carried out by Naples University scholars. Several Projects taking into account the specific environment of Borgo Marino have been submitted in order to facilitate the connection between Posillipo and Marechiaro area which is besieged by factors that alter its natural, cultural and environmental resources. It should be planned a transportation system less polluting than the existing one, re-evaluating the rehabilitation of the tramway connection between these areas. It should be upgraded the public roads, by improving environmental pathways and their equipment in order to encourage and to increase pedestrian access to the sea. It should also assess the feasibility of mechanical lifts, mini electric buses and marine transport. The three proposals presented here provide a line of small electric buses, that goes from Capo Posillipo to Marechiaro square; a cable railway that starts from the exedra of Coroglio slope gets to the square ; a leaning lift or a lightweight one carriage funicular that travels along the green area between the two roads. The three proposals must be tested functionally, environmentally and technologically. It is interesting to involve residents and traders in the planning
Urban Transformation and Property Value Variation. The Role of HS Stations
Get PDFThe article aims reading and interpreting the positive externalities, especially in terms of urban redevelopment, connected to the building of node/station of the High Speed railway network. The measure of the variations of the real estate values, carried out through the analysis of numerous European and
Italian experiences, is considered as a synthetic indicator of urban quality consequent to the strengthening or establishment of a new High Speed station. The identification of relationships between High Speed station, residential property values and typologies of cities (role and urban specialization) and urban context in which the station are located is one of the conclusions of this work. In accord with the aim, this paper is organized in three principal parts. The first part identifies the relation between urban transformations, urban quality and property values and provides a scientific frame of the studies on the relationships between accessibility increase and property values. Indeed, the results of many studies and reports reveal that the reduction in generalized cost of transport and the increase of accessibility related to the implementation of new infrastructure such as a railway station, in some cases have impacted significantly on increasing demand for space in the surrounding areas and, accordingly, on property values. The second part proposes the reading of some experiences of building of High Speed stations in some European and Italian cities, with a focus on the case of Roma-Napoli High Speed line. The choice of cases was made using criteria that seem to give a guarantee of representativeness to the variety and multiplicity of experiences. In particular, the criteria used are: geographic location of railway line (selecting cases with different geographical locations); city-node size (choosing different types of cities for size and population), functional role of the city-node, timing for the completion of railway line (fully in operation, partly in operation or not yet in operation). Besides, the description of each case is divided into: summary description of the characteristics of the HS railway line; description of the main features of cities that represent the nodes of the selected routes; identify the characteristics of the surrounding context of the railway station;
measurement of the change in property values in the surrounding context of the railway station due to HS link. The third part provides a comparative outline of the effects of High Speed stations on property values and the urban typologies and characteristics that influence this relation. The first result of this article is a comparative framework between all study cases. In conclusion, the comparative reading shows that the effect from opening of the High Speed railway stations on property values is valuable in cases where it contributes significantly to raising the socio-economic and the quality conditions of spaces.The article aims reading and interpreting the positive externalities, especially in terms of urban redevelopment, connected to the building of node/station of the High Speed railway network. The measure of the variations of the real estate values, carried out through the analysis of numerous European and Italian experiences, is considered as a synthetic indicator of urban quality consequent to the strengthening or establishment of a new High Speed station. The identification of relationships between High Speed station, residential property values and typologies of cities (role and urban specialization) and urban context in which the station are located is one of the conclusions of this work. In accord with the aim, this paper is organized in three principal parts. The first part identifies the relation between urban transformations, urban quality and property values and provides a scientific frame of the studies on the relationships between accessibility increase and property values. Indeed, the results of many studies and reports reveal that the reduction in generalized cost of transport and the increase of accessibility related to the implementation of new infrastructure such as a railway station, in some cases have impacted significantly on increasing demand for space in the surrounding areas and, accordingly, on property values. The second part proposes the reading of some experiences of building of High Speed stations in some European and Italian cities, with a focus on the case of Roma-Napoli High Speed line. The choice of cases was made using criteria that seem to give a guarantee of representativeness to the variety and multiplicity of experiences. In particular, the criteria used are: geographic location of railway line (selecting cases with different geographical locations); city-node size (choosing different types of cities for size and population), functional role of the city-node, timing for the completion of railway line (fully in operation, partly in operation or not yet in operation). Besides, the description of each case is divided into: summary description of the characteristics of the HS railway line; description of the main features of cities that represent the nodes of the selected routes; identify the characteristics of the surrounding context of the railway station; measurement of the change in property values in the surrounding context of the railway station due to HS link. The third part provides a comparative outline of the effects of High Speed stations on property values and the urban typologies and characteristics that influence this relation. The first result of this article is a comparative framework between all study cases. In conclusion, the comparative reading shows that the effect from opening of the High Speed railway stations on property values is valuable in cases where it contributes significantly to raising the socio-economic and the quality conditions of spaces
La mobilità negli strumenti di governo delle trasformazioni urbane
Get PDFThe issue of the relation between transport and land use has been extensively debated, particularly during the last decades. The need for an integration of these two planning sectors is widely acknowledged even though this integration is still difficult to occur. Italy, as usually, seem to be very late as concerns urban and transport planning integration. As a matter of fact, Italian town planner are still engaged in affirming a “new urban plan” able to keep up with urban and territorial transformation process. This is why there is not yet a unique national law for urban and regional planning. Nevertheless, it is possible to find some examples in urban planning practices aimed at implementing integration between urban needs and transport development. This article try to point out how planning of mobility system has a central role in some recent master plan even though integration is still long to come. The case of Rome has been considered because of the historical context in which it has been carried out. Master Plan has been adopted only in 2008 after about ten years of debate and discussion. But this is not what this article intends to analyze. The case of Master Plan of Rome is probably the main “theoretical” example of integrating urban development and transport planning. It is theoretical because at present, despite some years have passed since its processing, car is still the most used mean for urban travel. The second case examined refers to Master Plan of Bologna. This has been grounded on a strategic approach leading to “seven different cities”. These visions have been all aimed at implementing soft mobility as mean of urban requalification. The last case refers to Milan and its Urban Government Plan recently proposed to the local administration adoption. This consists of three integrated documents (Document Plan, Plan Rules and Plan of Services) and defines the future asset of the city. This Master Plan is not yet in force but it has been considered relevant for this article goals. Large part of the Document Plan has been built on the idea of converting the original radial asset of the city. The mobility system planning refers to four different urban areas (north, south, east, west) and it is strictly connected to the Transformations Areas of the Master Plan. This Plan outlines an ambitious project of urban development mostly based on mobility system transformation. At present, there is no evidence on the success or failure of this project that is still in debate, anyway it represents an up-to-date case in Italian panorama of town planning. Finally, something are happening in Italian town planning, but it is still more theoretical than practice. The awareness that an effective integration requires new areas of interdisciplinary competencies, innovative practices and tools, is still weak. It asks for a collaborative government model and cooperative polices able to affect decision making process.La riorganizzazione del sistema della mobilità è spesso una delle chiavi interpretative più rilevanti nelle scelte di governo delle trasformazioni urbane. Nella gran parte degli interventi di trasformazione urbana orientati alla riqualificazione della città il ruolo delle scelte connesse al sistema della mobilità è sempre più incidente anche per la definizione del disegno urbano delle aree di trasformazione, ma soprattutto per migliorare l’efficienza e la vivibilità del sistema urbano. Il ruolo della pianificazione del sistema della mobilità rappresenta l’oggetto di questo lavoro. In particolare, l’articolo si sofferma su alcuni piani urbanistici di recente produzione elaborati per città italiane di grandi dimensioni (Roma, Bologna, Milano) per i quali la pianificazione del sistema della mobilità ha costituito l’occasione per rilanciare una nuova visione della città. Gli esempi riportati in questo articolo rappresentano il tentativo di mostrare come, in qualche misura, la pratica urbanistica stia rispondendo alla necessità di integrare obiettivi di sviluppo urbano ed esigenze della pianificazione dei trasporti orientandoli verso obiettivi comuni tesi al raggiungimento di una maggiore vivibilità