Tema. Journal of Land Use, Mobility and Environment (University of Naples)
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Urban Sustainability and Parking Areas in Naples: a Tool for Decision-Makers
Get PDFThe methodological target of this paper consists in setting up a supporting tool for the public decision-maker in individuating the areas for parking within urban territory. The construction of this tool is guided by criteria referring more to urban and regional planning choices than to transport ones and concerning mostly the integration among environmental safeguard, activities distribution and need for mobility. As matter of fact, the methodological route tends to join the morphologicalsettlement and environmental characteristics of the site with the demand for parking, which depends on the activities settled in the urban ambit of reference, considering them as keyelements in building compatible choices of city transformation either in the phase of localization, distribution and sizing of interventions or in the following phase of planning the building typology of parking equipments. This paper shares the position expressed in the report on sustainable European Cities, destined to the local authorities of any city in the states of the European Union, which belongs to those documents targeted to affect the development and implementation of innovating policies and actions for promoting a more sustainable urban Europe. Therefore, the paper is divided into three parts. The first part defines the algorithm showing the iter through which it is possible to define feasible and compatible solutions for envisaging localization, distribution and typology of the areas and spaces to be realized. The second part, through the real implementation in a particular case, the city of Naples, deals with the definition of further criteria that are time by time implemented according to the urban context of reference. The tird part deals with the application to Naples and individuates a specific typology of parking areas, as implementation of the worked out algorythm and of the abovesaid criteria. The central part of the paper deals, then, with defining a route through which, among the possible transformations, the feasible alternatives are univocally individuated according to the environmental, historical and geo-morphological compatibilities and on the base of the expressed demand. All the building process is targeted, from its beginning, to reach desired and chosen aims with the awareness, confirmed by the previous analysis phase, that there are limits, bonds and conditions circumscribing the field of physical transformation planning - concerning the parking realization in this case - within well defined boundaries. Although this paper shares the choice of mobility policies targeted to stop and discourage the vehicles transit in the city downtown and against the realization of parking in those areas, nevertheless the suggested algorithm leads to realize exclusively areas for residential parking in historical central areas.The methodological target of this paper consists in setting up a supporting tool for the public decision-maker in individuating the areas for parking within urban territory. The construction of this tool is guided by criteria referring more to urban and regional planning choices than to transport ones and concerning mostly the integration among environmental safeguard, activities distribution and need for mobility. As matter of fact, the methodological route tends to join the morphologicalsettlement and environmental characteristics of the site with the demand for parking, which depends on the activities settled in the urban ambit of reference, considering them as keyelements in building compatible choices of city transformation either in the phase of localization, distribution and sizing of interventions or in the following phase of planning the building typology of parking equipments. This paper shares the position expressed in the report on sustainable European Cities, destined to the local authorities of any city in the states of the European Union, which belongs to those documents targeted to affect the development and implementation of innovating policies and actions for promoting a more sustainable urban Europe. Therefore, the paper is divided into three parts. The first part defines the algorithm showing the iter through which it is possible to define feasible and compatible solutions for envisaging localization, distribution and typology of the areas and spaces to be realized. The second part, through the real implementation in a particular case, the city of Naples, deals with the definition of further criteria that are time by time implemented according to the urban context of reference. The tird part deals with the application to Naples and individuates a specific typology of parking areas, as implementation of the worked out algorythm and of the abovesaid criteria. The central part of the paper deals, then, with defining a route through which, among the possible transformations, the feasible alternatives are univocally individuated according to the environmental, historical and geo-morphological compatibilities and on the base of the expressed demand. All the building process is targeted, from its beginning, to reach desired and chosen aims with the awareness, confirmed by the previous analysis phase, that there are limits, bonds and conditions circumscribing the field of physical transformation planning - concerning the parking realization in this case - within well defined boundaries. Although this paper shares the choice of mobility policies targeted to stop and discourage the vehicles transit in the city downtown and against the realization of parking in those areas, nevertheless the suggested algorithm leads to realize exclusively areas for residential parking in historical central areas
Sustainable mobility in Lyon: should we hang private car drivers?
Get PDFIncriminated for negative externalities such as both local and global pollution, noise, sealing extension or public space high consumption, private cars have been perceived as a factor of un-sustainable mobility since the early 80’s by urban planners and designers. In the new paradigm of the so-called “sustainable city” urban planners and designers target now a modification of social behaviour and particularly social mobility practices. The production of transport alternatives and restrictions to automobiles in city centres through car-parking limitations and fare systems as developed in urban mobility plans (Plans de Déplacements Urbains) are unfortunately too weak to generate a modal shift ripple-effect in French cities. Considering the last issue of the French national institute of statistics and economic studies’ survey (Hubert, 2009) the modal-share in favour of car-transit remains the same for the period of time between 1994 and 2008 for the biggest French cities, in spite of steady efforts for the development of public transportation alternatives such as the diffusion of the tramway’s comeback (from Grenoble 1986, to Dijon 2013). According to a series of relatively recent research papers (Kaufmann, 2002 ; Lefevre & Offner, 1990) focused on the “economically irrational” behaviour of the majority of private-car drivers concerning the question of modal shift, a research framework has been developed. This frameworks specially focuses on the disconnect between the rationalities of resistant car-driver’s social mobility practices in the metropolitan space, compared to the rationale of urban mobility masterplans has, assuming that user’s “tactics” answer planner’s “strategies” (De Certeau, 1990). This approach of identifying this disconnect between rationalities in planning and rationalities in social practices in the urban mobility context is aimed to extend to the complex perception of urban environments by car-drivers, to identify new targets of modal-split policies to be structured as new action-levers. This perception will deal with several issues orchestrated through urban design projects such as public spaces, physical distances or parking constraints. The second main issue of this conceptual framework deals with rationalities of user’s mobility practices. The axiological rationality (Boudon, 1995) seems to be heuristic to question values and practices, searching for the rationale behind the conclusions that users draw when making mobility decisions (for example “the car is faster in my situation”). This justification process needs to be finely analyzed in combination with several concepts, norms and values that “make sense” for the individual. We propose the hypothesis that the combination of perception biases and axiological rationalities could helps to explain behaviors defined as “irrational” for urban mobility planners and to delineate the major levers of social acceptation and adoption of so-called sustainable urban environments.Incriminated for negative externalities such as both local and global pollution, noise, sealing extension or public space high consumption, private cars have been perceived as a factor of un-sustainable mobility since the early 80’s by urban planners and designers. In the new paradigm of the so-called “sustainable city” urban planners and designers target now a modification of social behaviour and particularly social mobility practices. The production of transport alternatives and restrictions to automobiles in city centres through car-parking limitations and fare systems as developed in urban mobility plans (Plans de Déplacements Urbains) are unfortunately too weak to generate a modal shift ripple-effect in French cities. Considering the last issue of the French national institute of statistics and economic studies’ survey (Hubert, 2009) the modal-share in favour of car-transit remains the same for the period of time between 1994 and 2008 for the biggest French cities, in spite of steady efforts for the development of public transportation alternatives such as the diffusion of the tramway’s comeback (from Grenoble 1986, to Dijon 2013). According to a series of relatively recent research papers (Kaufmann, 2002 ; Lefevre & Offner, 1990) focused on the “economically irrational” behaviour of the majority of private-car drivers concerning the question of modal shift, a research framework has been developed. This frameworks specially focuses on the disconnect between the rationalities of resistant car-driver’s social mobility practices in the metropolitan space, compared to the rationale of urban mobility masterplans has, assuming that user’s “tactics” answer planner’s “strategies” (De Certeau, 1990). This approach of identifying this disconnect between rationalities in planning and rationalities in social practices in the urban mobility context is aimed to extend to the complex perception of urban environments by car-drivers, to identify new targets of modal-split policies to be structured as new action-levers. This perception will deal with several issues orchestrated through urban design projects such as public spaces, physical distances or parking constraints. The second main issue of this conceptual framework deals with rationalities of user’s mobility practices. The axiological rationality (Boudon, 1995) seems to be heuristic to question values and practices, searching for the rationale behind the conclusions that users draw when making mobility decisions (for example “the car is faster in my situation”). This justification process needs to be finely analyzed in combination with several concepts, norms and values that “make sense” for the individual. We propose the hypothesis that the combination of perception biases and axiological rationalities could helps to explain behaviors defined as “irrational” for urban mobility planners and to delineate the major levers of social acceptation and adoption of so-called sustainable urban environments
Pedestrian Planning in City Centers: a Study of Guimarães and Braga
Get PDFPeople are walking in cities for different reasons. Some walkers walk for going to work, some are walking for shopping and some are for leisure during day and night hours. Medium sized cities like Braga and Guimarães in Portugal are depending on car for even shorter trips up to 2 kilometers. However, the walkways are allowing people to walk in convenient and safe way including late night environment. The pedestrians feel troublesome to walk on the footpaths because of illegal parking and discontinuation of walkways. Municipality transport plans and master plans do not incorporate pedestrians as a major component. But this egress mode of transportation is very important in medium sized city centers like Guimarães and Braga for the people to enjoy city centers’ activities. This paper focuses on the types of walkers who use the walkways on a regular basis. Usually, people are feeling comfortable to walk when they go to clubs and bars in a group in these small cities especially after work. This paper again tries to focus the varieties of problems on walkways and to present policies that can improve the situation. Municipal master plan and transportation plan have been studied carefully to see the provisions of pedestrian planning options. Field surveys have been conducted both in form of questionnaire and observation during the end of 2009 and results show different patterns of pedestrian behavior as well as evidence that people get different experiences with problems while walking on the walkways in both surveyed towns. Considering the issues of sustainable mobility, this paper also tries to suggest policies to motivate more people to walk especially in the medium-sized cities of Portugal.People are walking in cities for different reasons. Some walkers walk for going to work, some are walking for shopping and some are for leisure during day and night hours. Medium sized cities like Braga and Guimarães in Portugal are depending on car for even shorter trips up to 2 kilometers. However, the walkways are allowing people to walk in convenient and safe way including late night environment. The pedestrians feel troublesome to walk on the footpaths because of illegal parking and discontinuation of walkways. Municipality transport plans and master plans do not incorporate pedestrians as a major component. But this egress mode of transportation is very important in medium sized city centers like Guimarães and Braga for the people to enjoy city centers’ activities. This paper focuses on the types of walkers who use the walkways on a regular basis. Usually, people are feeling comfortable to walk when they go to clubs and bars in a group in these small cities especially after work. This paper again tries to focus the varieties of problems on walkways and to present policies that can improve the situation. Municipal master plan and transportation plan have been studied carefully to see the provisions of pedestrian planning options. Field surveys have been conducted both in form of questionnaire and observation during the end of 2009 and results show different patterns of pedestrian behavior as well as evidence that people get different experiences with problems while walking on the walkways in both surveyed towns. Considering the issues of sustainable mobility, this paper also tries to suggest policies to motivate more people to walk especially in the medium-sized cities of Portugal
Impact of the High Speed Train on the European Cities Hierarchy
Get PDFThe European space is marked by the recent beginning of the dualism nation-region. In it the cities take on
a fundamental role because their success becomes the success of the territories around. Manuel Castell has
maintained that the city is the social structure in which any territorial phenomena (from the economical
development processes to the relations between classes or ethnic groups, from the public intervention to
the financial accumulation) takes on its bigger strength because in it are concentrated the focusing in the
territorial transformations. Obvious the cities are not the same, for physical or functional dimension; besides
every innovation adds and modifies the relational system previously created. Aim of the paper is to analyse
the factors generating the urban hierarchies to the European level and the impact on it of the new high
velocity nets. In the first section it is carried out a reading/analysis of the hierarchies in the urban European
system, as outlined in a series of studies. The second section analyses the role of the communication
infrastructures in the building of the hierarchies and, in the third, is deepen the impact of the building of
European high speed network on the fluctuations in the cities hierarchy. The paper asserts that the
hierarchy is influenced by the growing of this infrastructure only for the second level positions, while the
head positions are not influenced by it. One of the possible conclusion is that in a mature situation as the
European territorial system, the urban structure seems to be well organized around poles with a strong
persistence. This does not mean that a city could not climb the hierarchies, although this is possible only if
a number of preconditions and of support policies are verified and with the remarks that this does not seem
to affect the head positions, characterized by large stability.Lo spazio europeo si contraddistingue per il dualismo nazione-regione. In questo dualismo le città assumono un ruolo fondamentale in quanto il proprio successo tende a divenire il successo dei territori contermini. Manuel Castell, nel 1983, sosteneva che la città è la struttura sociale in cui qualsiasi fenomeno territoriale (dai processi di sviluppo economico alle relazioni tra classi o tra gruppi etnici, dall’intervento pubblico all’accumulazione, ecc.) assume la sua maggiore forza in quanto in essa si concentrano le polarizzazioni nelle trasformazioni territoriali. Ovviamente le città non sono tutte uguali, sia per dimensione fisica che per dimensione funzionale. Inoltre ogni innovazione aggiunge e modifica il sistema di relazioni che si è generato in precedenza. Obiettivo del saggio è analizzare i fattori che generano le gerarchie urbane a livello europeo e l’impatto sulle stesse delle nuove reti ad alta velocità. Esso si articola in una prima parte in cui si effettua una lettura ed una analisi di alcuni studi relativi alla costruzione di gerarchie nel sistema urbano europeo; successivamente si passa ad analizzare il ruolo delle infrastrutture di comunicazione nella costruzione delle gerarchie ed, infine, si approfondisce l’impatto della costruzione della rete europea dell’alta velocità sulle variazioni nella gerarchia delle città
Soft Mobility and Pedestrian Networks in Urban Areas
Get PDFBy referring to the wider strategies set up, starting from the middle of the Nineties, by the European cities
to promote a sustainable urban mobility and to the more recent concept of soft mobility, which generally
includes pedestrian and cycling mobility, this contribution focuses on pedestrian mobility in urban areas,
outlining criteria and methods for planning and designing networks of urban public open spaces, such as
roads and squares, devoted to an exclusive or prevailing pedestrian use. First of all, the paper analyzes the
multiple roles played by roads and squares within the cities: “axes” supporting different mobility flows,
including the pedestrian ones, and in the meanwhile urban places in which different activities (commercial
activities, meeting, and so on) take place. Grounding on that, the main reasons driving toward an
organization of such spaces as urban networks have been outlined. Then, some guidelines and
methodological elements, both for planning pedestrian networks and designing their elements taking into
account the correspondence between foreseen uses and spatial features of each element, have been
provided. Furthermore, the links between the pedestrian networks and the main junctions of other urban
mobility networks, as well as between the first ones and the urban contexts have been stressed. Suggested
guidelines and methodological elements have been applied and tested both on historical and suburban
areas of the city of Naples; nevertheless they represent only a first step towards the setting up of a method
for pedestrian networks planning and design in urban areas.By referring to the wider strategies set up, starting from the middle of the Nineties, by the European cities to promote a sustainable urban mobility and to the more recent concept of soft mobility, which generally includes pedestrian and cycling mobility, this contribution focuses on pedestrian mobility in urban areas, outlining criteria and methods for planning and designing networks of urban public open spaces, such as roads and squares, devoted to an exclusive or prevailing pedestrian use. First of all, the paper analyzes the multiple roles played by roads and squares within the cities: “axes” supporting different mobility flows, including the pedestrian ones, and in the meanwhile urban places in which different activities (commercial activities, meeting, and so on) take place. Grounding on that, the main reasons driving toward an organization of such spaces as urban networks have been outlined. Then, some guidelines and methodological elements, both for planning pedestrian networks and designing their elements taking into account the correspondence between foreseen uses and spatial features of each element, have been provided. Furthermore, the links between the pedestrian networks and the main junctions of other urban mobility networks, as well as between the first ones and the urban contexts have been stressed. Suggested guidelines and methodological elements have been applied and tested both on historical and suburban areas of the city of Naples; nevertheless they represent only a first step towards the setting up of a method for pedestrian networks planning and design in urban areas
Qualità totale e mobilità totale
Get PDFFIABA ONLUS (Italian Fund for Elimination of Architectural Barriers) was founded in 2000 with the aim of promoting a culture of equal opportunities and, above all, it has as its main goal to involve public and private institutions to create a really accessible and usable environment for everyone. Total accessibility, Total usability and Total mobility are key indicators to define quality of life within cities. A supportive environment that is free of architectural, cultural and psychological barriers allows everyone to live with ease and universality. In fact, people who access to goods and services in the urban context can use to their advantage time and space, so they can do their activities and can maintain relationships that are deemed significant for their social life. The main aim of urban accessibility is to raise the comfort of space for citizens, eliminating all barriers that discriminate people, and prevent from an equality of opportunity. “FIABA FUND - City of ... for the removal of architectural barriers” is an idea of FIABA that has already affected many regions of Italy as Lazio, Lombardy, Campania, Abruzzi and Calabria. It is a National project which provides for opening a bank account in the cities of referring, in which for the first time, all together, individuals and private and public institutions can make a donation to fund initiatives for the removal of architectural barriers within its own territory for a real and effective total accessibility. Last February the fund was launched in Rome with the aim of achieving a Capital without barriers and a Town European model of accessibility and usability. Urban mobility is a prerequisite to access to goods and services, and to organize activities related to daily life. FIABA promotes the concept of sustainable mobility for all, supported by the European Commission’s White Paper. We need a cultural change in management and organization of public means, which might focus on individual in its totality, with all its needs. For this reason it is necessary to focus on output of public and private transports which must be totally and globally accessible. Metropolitan and suburban transports need to have modern buses, and it has been calculated that it is possible to provide a total replacement of the fleet in a period from five to ten years. Total Quality must become the goal of every Local Government. FIABA suggests that a Total Quality Manager be always present in the institutional environment, as a guarantor of quality perceived by people living in their city for tourism, work, and leisure. It is essential to establish a favorable environment for all, to ensure the comfort of 100% of the population to give some definite and reliable answers.FIABA ONLUS (Italian Fund for Elimination of Architectural Barriers) was founded in 2000 with the aim of promoting a culture of equal opportunities and, above all, it has as its main goal to involve public and private institutions to create a really accessible and usable environment for everyone. Total accessibility, Total usability and Total mobility are key indicators to define quality of life within cities. A supportive environment that is free of architectural, cultural and psychological barriers allows everyone to live with ease and universality. In fact, people who access to goods and services in the urban context can use to their advantage time and space, so they can do their activities and can maintain relationships that are deemed significant for their social life. The main aim of urban accessibility is to raise the comfort of space for citizens, eliminating all barriers that discriminate people, and prevent from an equality of opportunity. “FIABA FUND - City of ... for the removal of architectural barriers” is an idea of FIABA that has already affected many regions of Italy as Lazio, Lombardy, Campania, Abruzzi and Calabria. It is a National project which provides for opening a bank account in the cities of referring, in which for the first time, all together, individuals and private and public institutions can make a donation to fund initiatives for the removal of architectural barriers within its own territory for a real and effective total accessibility. Last February the fund was launched in Rome with the aim of achieving a Capital without barriers and a Town European model of accessibility and usability. Urban mobility is a prerequisite to access to goods and services, and to organize activities related to daily life. FIABA promotes the concept of sustainable mobility for all, supported by the European Commission’s White Paper. We need a cultural change in management and organization of public means, which might focus on individual in its totality, with all its needs. For this reason it is necessary to focus on output of public and private transports which must be totally and globally accessible. Metropolitan and suburban transports need to have modern buses, and it has been calculated that it is possible to provide a total replacement of the fleet in a period from five to ten years. Total Quality must become the goal of every Local Government. FIABA suggests that a Total Quality Manager be always present in the institutional environment, as a guarantor of quality perceived by people living in their city for tourism, work, and leisure. It is essential to establish a favorable environment for all, to ensure the comfort of 100% of the population to give some definite and reliable answers
Le soluzioni di logistica urbana sono sostenibili? L'esempio di Cityporto
No full textUrban logistics is a field that studies the best solutions for urban freight distribution with high environmental objectives. However, most actions are started by public authorities without taking into account the impacts of the new organizational schemas in the existing distribution enterprises’ organization. This paper proposes a case study from Padova, Italy: the city logistics system Cityporto, from which the sustainability of such systems is discussed in a Sustainable Development point of view, for both enterprise and collective dimensions, in order to relate the particularities of city logistics to the corresponding supply chains, i.e. to global logistics.La logistica urbana è un campo di riflessione volto ad approfondire le soluzioni ottimali per la distribuzione delle merci in ambito urbano e i relativi obiettivi ambientali. Ad oggi, molte azioni sono state intraprese dalle pubbliche autorità senza tenere conto, tuttavia, degli impatti che i nuovi schemi organizzativi possono avere sull’ attuale organizzazione delle imprese. Il contributo incentra la riflessione sul caso studio relativo alla città di Padova, in Italia: il sistema di logistica urbana CityPorto. In particolare, se ne analizzano le caratteristiche dal punto di vista della sostenibilità del sistema proposto, sia in riferimento alla dimensione imprenditoriale che a quella collettiva, mettendo in relazione le peculiarità della logistica urbana e le più estese catene distributive, di scala globale, di cui le prime sono parte integrante
La piattaforma logistica di Leixões, Portogallo, e il suo territorio.
Get PDFWithin the global scenario, where the production has been fragmented in very distant locations, the attention has been placed on logistics and intermodality. The increasing flow of goods needs, indeed, a more efficient and effective logistics system, which requires logistics platforms located in strategic areas. These platforms, nevertheless, produce negative impacts on the areas where they are settled. Within this context, the present paper aims at critically analyzing the preliminary plan of the Leixões logistics platform, specifically the Gatões Guifões logistics node, in the Porto metropolitan area, in order to investigate how the following issues have been tackled: mobility, the relationship of the area with the patterns of the location system, the relationships with the environmental protection zones bordering the southern part of the logistics node. On the basis of this close scrutiny, some planning hypotheses have been put forward. These hypotheses aim to modify some patterns of the planning settlement layout, leaving the overall layout as it is. The Gatões Guifões logistics node represents an interesting case study because it is located in an area hosting scattered and medium sized settlements, which are typical of the “urbanized countryside”, with a dense network of different routes and with environmental protection areas. This paper underlines that the logistics platforms’ topic can/may become a planning, urban design and architecture topic. The logistics platforms are “mega-facilities” with functional peculiarities, which generate negative effects (social, economic, environmental) on the territory. The mitigation of such negative externalities, and the related compensation measures might be studied by the territorial scientists, the planners and become a relevant subject for the policy makers, too. Specifically, the so-called “sustainable integration” of the logistics structures is a topic involving both architectural and urban design expertise. The paper is structured into five sections. The introduction is followed by a short description of the logistics system in Portugal and of the National Logistics Plan. Section 3 is dedicated to the description of the Leixões platform preliminary project and Section 4 focuses on the critical analysis of such a project and on the planning alternatives. Conclusions follow.L’obiettivo dell’articolo è l’analisi critica del progetto preliminare della piattaforma di Leixões, nell’area metropolitana di Porto, al fine di verificare le modalità con cui sono state affrontate le questioni relative alla connessione tra mobilità dedicata e mobilità ordinaria, il rapporto con i caratteri del sistema insediativo in cui l’area è inserita, le relazioni con le zone di protezione ambientale contigue alla parte meridionale del polo logistico. Sulla base di questa attenta disamina sono state avanzate delle ipotesi progettuali tese a modificare alcuni aspetti della impostazione insediativa del progetto, pur mantenendo sostanzialmente inalterato il layout d’insieme della struttura. L’articolo è organizzato in cinque sezioni. All’introduzione segue una breve descrizione del sistema logistico in Portogallo e del Piano nazionale della Logistica. La sezione 3 è dedicata alla presentazione del progetto preliminare della piattaforma di Leixões e la sezione 4 all’analisi critica di tale progetto e alle possibili ipotesi progettuali alternative. Seguono le considerazioni conclusive