Tema. Journal of Land Use, Mobility and Environment (University of Naples)
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The Metropolitan Transport Plan of MTB
Get PDF L’articolo propone il caso di studio dell’area vasta Metropoli Terra di Bari, e in particolare descrive come nella redazione del Piano Strategico BA2015 e nel piano della mobilità di Area Vasta PUM sia stato affrontato il tema della mobilità. La redazione in parallelo e congiunto dei due strumenti di pianificazione, uno generale per il governo del territorio ed uno settoriale per il governo della mobilità costituisce una best practice in Italia di governo integrato trasporti-territorio. L’articolo descrive i contenuti ed il processo per la redazione degli strumenti, evidenziando i punti di forza e i punti di debolezza dell’intero iter decisionale. The Metropolitan Transport Plan of MTB (Metropoli Terra di Bari) is one example of the first practice of large scale plan in Puglia Region. On September 2009, MTB’s Board of Municipalities approved the Metropolitan Transportation Plan for 2015 (PUM MTB), a full plan with text, maps, and figures describing the road, transit and other transportation-related investments planned for the Metropoli Terra di Bari through 2015. According to the Stategic Guidelines of the Puglia Region (2007), the PUM is part of the more complex Strategic Plan process. In fact the PUM and the Strategic Plan (BA2015) are two complementary tools for the transport-land use transformation. The policies provide broad guidance for MTB and agency partners. The Strategies are actions to implement the policies. Some actions can start tomorrow, while others will require years of effort and incremental steps. The purpose of the PUM is to develop an integrated transportation system that advances the guiding principles adopted: – Design a transportation system to support good growth patterns, including increased housing and transportation options; – Minimize direct and indirect transportation impacts on the environment for cleaner air and natural resource protection; – A transportation system that delivers cost-effective results that are feasible to construct and maintain; – Efficiently connect people to jobs and get goods to market; – Improve opportunities for businesses and citizens to easily access goods, jobs, services and housing; – Support the strategic plan vision for the Metropolitan area; The Metropolitan Transport Plan defines a system of interventions that can be articulated in: “network intervenctions” that regard the complexity of the metropolitan area and “singol intervenction” that are phically located into the 31 Municipality that form the Metropoli Terra di Bari. In particolar the intervection cathegories that the PUM defines are: – Prioritize transit investments that result in an effective transit system in order to improve the public transport use; – Renew and improve the road network with preservation of the existing road and highway system; – Intervection for the improve the touristic accessibility of the coast and the main touristic attractions; – Actions for the reduction of trasport impacts on the environment, including the construction of a Metropolitain bycicle network. Developing an effective regional transportation system requires understanding the needs of the region’s residents and the travel choices they will want and need to make. MTB developed this plan with a robust public involvement process including the 31 Municipality transport offices, 7 public transport agencies and many community workshops, where participants had the opportunity to work in diverse table groups in mapping activities to identify their priority investments
Soft Mobility and Urban Transformation
Get PDFThis paper examines some European cases referred to promotion of soft mobility as a new lifestyle aimed to improve benefits on environment and urban liveability. Soft mobility includes any non-motorized transport (human powered mobility). According to this, soft mobility refers to pedestrian, bicycle, roller skate and skateboard transfers. It could be indented as “zeroimpact” mobility too. As a matter of fact, the words to define this way of moving have not been codified yet, therefore mobilitè douce, soft mobility, slow traffic are synonymous in referring mainly to pedestrians and cyclists to indicate alternative to car use. Soft mobility, indeed, can be defined as a special form of sustainable mobility able to optimize urban liveability, by keeping the individual right to move. At present, cities are engaged in defining policies, procedures and interventions to further “slow traffic”, both to relieve the traffic congestion, and to work for regeneration and environmental improvements. This asks for an in-depth cooperation between different political and administrative levels to achieve common objectives of development more attentive to environmental concerns. Despite this increasing attention, the idea of a “network” for soft mobility has not been yet achieved and the supply of integrated facilities and services as an alternative to the car use seems to be still difficult of accomplishment. High disparity characterizes European countries in promoting soft mobility: despite a prolific production of laws and roles referred to emergency of adopting alternative ways of moving to minimize negatives impacts (especially air and noise pollution as very threat to health) due to car dependence for urban short distance too. And yet, soft mobility could represent a real occasion of urban and territorial regeneration aimed to rehabilitate some disused paths and routes (greenways). Some successful European cases show how it is possible to capitalize territorial resources by promoting alternative way to visit them. Tourist and leisure activities, in fact, are probably the most suitable to improve a car-free lifestyle. Some pilot projects carried out in alpine regions, for instance, propose to integrate public transport supply with tourist demand of visiting different destinations. “Soft mobility” should be a different way of thinking about mobility and its impact on environment. This is what this article try to underline giving an overview of some European cases of public policies aimed at supporting soft mobility.This paper examines some European cases referred to promotion of soft mobility as a new lifestyle aimed to improve benefits on environment and urban liveability. Soft mobility includes any non-motorized transport (human powered mobility). According to this, soft mobility refers to pedestrian, bicycle, roller skate and skateboard transfers. It could be indented as “zeroimpact” mobility too. As a matter of fact, the words to define this way of moving have not been codified yet, therefore mobilitè douce, soft mobility, slow traffic are synonymous in referring mainly to pedestrians and cyclists to indicate alternative to car use. Soft mobility, indeed, can be defined as a special form of sustainable mobility able to optimize urban liveability, by keeping the individual right to move. At present, cities are engaged in defining policies, procedures and interventions to further “slow traffic”, both to relieve the traffic congestion, and to work for regeneration and environmental improvements. This asks for an in-depth cooperation between different political and administrative levels to achieve common objectives of development more attentive to environmental concerns. Despite this increasing attention, the idea of a “network” for soft mobility has not been yet achieved and the supply of integrated facilities and services as an alternative to the car use seems to be still difficult of accomplishment. High disparity characterizes European countries in promoting soft mobility: despite a prolific production of laws and roles referred to emergency of adopting alternative ways of moving to minimize negatives impacts (especially air and noise pollution as very threat to health) due to car dependence for urban short distance too. And yet, soft mobility could represent a real occasion of urban and territorial regeneration aimed to rehabilitate some disused paths and routes (greenways). Some successful European cases show how it is possible to capitalize territorial resources by promoting alternative way to visit them. Tourist and leisure activities, in fact, are probably the most suitable to improve a car-free lifestyle. Some pilot projects carried out in alpine regions, for instance, propose to integrate public transport supply with tourist demand of visiting different destinations. “Soft mobility” should be a different way of thinking about mobility and its impact on environment. This is what this article try to underline giving an overview of some European cases of public policies aimed at supporting soft mobility
The Verrès Castle Access Project
Get PDFIl contributo descrive il progetto di accesso con impianto meccanico al castello di Verrès, previsto all'interno del progetto di cooperazione tranfrontaliera "RITT - Reseau d'Itineraires Touristiques Transfrontalieres" cofinanziato dal programma Iterreg III Alcotra Italia -Francia. Gli interventi previsti, all'interno della fattibilità per l'impianto ettometrico di risalita, si sono intrecciati, sin dalle fasi iniziali di studio, con il progetto di riqualificazione dei percorsi turistici nel Borgo di Verrès.The article describes the access project of the Verrès castle, located in Aosta Valley in Italy, underlining some urban and transport planning and design elements. This project constitute in fact an interesting example of integration between transport infrastructure planning and design with urban planning strategy for tourism development. The transport infrastructure (in this case a vertical lift for tourism use) has furthermore a deep attention to the landscape and social contest and a good architectural design. The Verrès castle access project represents and interesting example of sustainable mobility and of touristic area accessibility which is strong integrated with urban renewal and territorial development. The feasibility study, financed by the Verrès municipality, is part of a the INTERREG IIIA ACOLTRA Project financed by Italy and France with the aim of creating a network of transnational tourist itineraries. Through this initiative Aosta Valley and Haute-Savoy are developing a common tourism strategy that intends to promote cultural heritage and tourism mobility through the RITT (Reseaux d’Itineraires Touristiques Transfrontalieres). In this contest of intervention the study for the accessibility of the Verrès castle is inserted, with the aim of designing a mobility infrastructure for the main attraction of the valley and at the same of strengthening the appeal of tourist attraction of the whole area. The project is located in the small city of Verrés, that lies at 390m, on the banks of the river Evançon. As many of the Valdostani municipalities is characterized by several small urban centers, which are located in a around 8kmq, in a territory where live 2.700 inhabitants. The feasibility study examines three different alternative for a lift that should connect the Verrès centre with the castle. In particular different transport technology (inclined and vertical lift) and several path alternatives have been evaluated. The final solution is constituted by a vertical lift and an horizontal corridor thought the mountain. This alternative in fact minimize the environmental and landscape impacts. The main entrance to the access structure in located in the valley near the Evançon torrent banks: the entrance space has been designed as an covered and inviting atrium. The gallery path is 80m long and is interrupted by a central hall that divides the long corridor into two segments. In the central hall a tourist information point and Verrès Castle history exhibition are located. After the second corridor segment the lift waiting room is positioned. The vertical lift has a 15 person capacity and a journey time of 1 minute and 30 seconds. In the hypothesis that the two sides of the lift cabin are made by transparent glass, the project propose to install light projection on the rock. The lift entrance near the castle is characterized by a minimal design in order to contrast with the castle strong structure
La logistica nei processi di trasformazione dell’area orientale di Napoli
Get PDFThe investigation field spreadly defined as “city logistics” is only a segment of a wider field of investigation concerning the whole chain of goods distribution and storage. That segment points out the so-called “last mile”, namely the last section of the complex chain related to the carrying of goods from production places up to their final destination: the retail network. Indeed, it is just the last mile of the chain the one that mostly affects the urban areas: in these last ones the demand for goods mostly converges and, consequently, the supply of retail goods. Moreover, while there are several innovations that have affected the wider field of logistics in the last decades, on the contrary there are few successful investigations and experimentations concerning the innovation in the modalities of final distribution of goods. As widely stressed by some European projects, goods transportation in urban areas represents an important factor of decay for several reasons: – except for few pilot experiences, it is still mainly carried out by road transport which represents one of the main causes of congestion and air and acoustic pollution in urban areas; – the access of heavy transport means in the core of urban areas strongly clashes with the current goal of most European cities that is to reduce car traffic in central areas; – the scarce availability of open spaces in the historical cities makes difficult to to find out adequate areas for loading and unloading operations; – the use of heavy means of transport for goods distribution produces economic disadvantages for the haulers too. Facing up to the importance of the problem, several and heterogeneous initiatives have been undertaken in many European cities to control and reduce goods traffic in urban areas: from the ones targeted to reduce the access and the transit of goods transport or the loading and unloading operations, to the more complex ones aimed at creating areas for goods distribution inside or near the urban areas, using eco-compatible vehicles for the distribution of goods inside urban areas, especially in the historical centers. It seems currently shared the idea that the problem of goods transport in urban areas has to be faced taking into account both the organization of urban activities and the mobility. This fact implies that, in defining the strategies for rationalizing/reducing goods transport, the characteristics of the urban context, the organization of the retail network, the more general choices regarding urban mobility, the environmental policies should be considered. Starting from those assumptions, this paper points out the solutions up to now suggested for the reorganization of goods distribution in the Neapolitan urban context, focusing in detail on the role that the eastern area of Naples could play in order to re-organize the distribution of goods in the historical city.Stoccaggio e trasporto merci hanno assunto, già da alcuni anni, un ruolo rilevante nell’area orientale di Napoli, con impatti significativi sulla qualità urbana ed ambientale dell’area. In quest’area, anche grazie alla sua vicinanza ai principali nodi della mobilità (porto, aeroporto, stazione ferroviaria) e alla significativa presenza di aree produttive dismesse o in dismissione, trovano oggi spazio numerose attività di stoccaggio e spedizione merci, in molti casi localizzate all’interno di ex aree industriali, in assenza di una reale ottica “sistemica”. Pertanto, a partire da una breve disamina dell’evoluzione dell’area orientale e di quanto previsto dagli strumenti urbanistici vigenti per la sua trasformazione, il contributo focalizza l’attenzione sul ruolo attuale dslle attività di stoccaggio e trasporto merci nell’area. Quindi, sulla base di alcune recenti esperienze di italiane e in riferimento ad ipotesi già avanzate per l’organizzazione di una piattaforma logistica nell’area orientale di Napoli -quale strumento per ottimizzare le necessità di stoccaggio e trasporto merci riducendone le esternalità negative- valuta la compatibilità di tali scelte con le prospettive di evoluzione/trasformazione dell’area e il potenziale ruolo che l’area potrebbe svolgere in una prospettiva di ri-organizzazione del trasporto merci in ambito urbano
Approcci innovativi alla mobilità urbana: il caso di Istanbul
Get PDF Istanbul is one of the oldest metropolis of the world, standing upon two continents, but its modern history, which is linked to planning exercise, can be traced back the beginning of the last century. In fact, the industrialization was the most attractive factor for people without job, living in the underdeveloped rural regions of the country, bringing serious problems to the city: urban sprawl, unemployment, insufficient infrastructures and public services and, over all, the illegal settlements called gegekondu (built-in-a-night houses), located in the outskirts of the urban area. In general, the growth goes over forward three branches, which are population, land use and transportation network, but it is possible to recognize in the linear form the influence of mobility factors: ferry, railways and highways. The current structure of the metropolitan area of Istanbul clearly shows the relationship between the mobility system and an uncontrolled urban sprawl. Starting from 1950 public investments have been oriented towards the construction of urban highways as an answer to the increasing exodus of rural population and to the related occupation of urban soils. In this sense, many authors underline how the proposed solutions and the reasons of the problems paradoxically tend to coincide. On the other hand, planning tools which have been used in the past have proved ineffective and have produced a largely illegal and ungovernable city. In fact, it is possible to describe the evolution of city planning as a result of the difficult to apply planning and development tools successfully experienced in the European countries but not adequately conceived with regards to the local social and economic structure of Istanbul. In particular, polycentrism, which has been largely evocated in planning tools – think of Sir Patrick Abercrombie’s proposals, at the middle of the Fifties, or of Luigi Piccinato’s plan of the metropolitan area (1969) – has constantly exceeded by the diffusion of illegal settlements. It probably means that changes are faster than the duration required for the processes which are used in planning and transportation organization. Also the new tools, as strategic plan and urban project, seem to show their limits. A larger integration between still sectoral urban policies can contribute to the definition of innovative approaches. An example is given by the pilot project “Street are Ours, One Day a Month”: the slogan “moving people is more important than moving cars” clearly shows the “communicative” dimension of the initiative, aimed at the experimentation of innovative forms of alternative mobility in the framework of a broader involvement of inhabitants in planning choices. In this sense, the pilot project is oriented towards a reinforcement of the meanings related to the concept of proximity, involving not only mobility issues, but also those of community and local identity. L'attuale assetto dell'area metropolitana di Istanbul evidenzia con chiarezza il rapporto tra sistema della mobilità urbana ed espansione incontrollata del costruito. Gli strumenti di pianificazione utilizzati nel passato si sono rivelati inefficaci ed hanno prodotto una città in larga parte illegale che oggi appare ingovernabile. Tuttavia anche i nuovi strumenti del piano strategico e del progetto urbano sembrano mostrare i propri limiti. Una maggiore integrazione tra politiche urbane ancora troppo settoriali può contribuire alla definizione di approcci realmente innovativi
Viaggiatori per “diporto” nella Napoli di antico regime
Get PDFFor the pre-unification period, we are still far from the current idea of tourism and, even more, we cannot speak of mass tourism. Tour operators like Thomas Cook arrived in Italy only in the second half of the nineteenth century when the ‘Grand Tour’ was declining. The ‘Grand Tour’, starting from the 17th century, was considered as a long journey across continental Europe made by the wealthy young aristocrats of Britain who intended to complete their education by visiting major cities and sites, with start and finish in the same city. This trip could last from a few months to 8 years. The main destinations were France, Holland, Germany, but it had as a special stage Italy and Rome, and normally included stops in Venice, Florence, Bologna, Pisa and Naples. During the Tour, young people learned about the politics, culture, art and antiquities of European countries. They spent their time sightseeing, studying and making purchases. Italy, with its legacy of ancient Rome, and with its monuments, became one of the most popular places to visit. In addition to knowledge of the ancient world, the British were in contact with the works of Palladio and Neoclassicism. Naples, particularly when it became the capital of Southern Italy with the ascendance of the Bourbon dynasty to the throne, was among the final stages of the ‘Grand Tour’. Besides the natural beauty and the warmth of the mild climate throughout the year, the European cultural elite was interested in the history and art of the southern peninsula. Southern Italy continued the legacy of the Magna Graecia and the influences of the Roman Empire, which could be seen both east and west of the city. But there were also the Vesuvius, the Solfatara, the Campi Flegrei, places related to impressive events and scientifically not understood, which aroused the curiosity of naturalists, scholars of flora and fauna, but also painters and artists. But what were the ways and means of transport to arrive in the Kingdom? Where could travellers refresh? What were the documents that were needed at the border? And again who were they, and where did they stay? The reader may find the answers in the article, which is the outcome of a research of the documents of the time.Per il periodo preunitario siamo ancora lontani dall’idea di turismo nell’accezione attuale e ancor di più non si può parlare di turismo di massa. Operatori turistici come Thomas Cook arriveranno in Italia solo nella seconda metà dell’800 quando ormai è in declino il Grand Tour. Diffusosi a partire dal XVII, il Grand Tour era inteso come quel lungo viaggio nell'Europa continentale effettuato dai ricchi giovani dell'aristocrazia britannica e destinato a perfezionare la loro educazione con partenza ed arrivo in una medesima città. Questo viaggio poteva durare dai pochi mesi fino a 8 anni. Le destinazioni principali erano la Francia, l'Olanda, la Germania, ma aveva come obiettivo privilegiato l'Italia e Roma, e di norma includeva le tappe di Venezia, Firenze, Bologna, Pisa e Napoli. Durante il Tour, i giovani imparavano a conoscere la politica, la cultura, l'arte e le antichità dei paesi europei. Passavano il loro tempo facendo giri turistici, studiando e facendo acquisti. L'Italia con la sua eredità della Roma antica, con i suoi monumenti, divenne uno dei posti più popolari da visitare. Oltre alla conoscenza del mondo antico gli Inglesi vennero così a contatto con le opere di Palladio e con il Neoclassicismo. Napoli, soprattutto quando divenne Capitale con l’arrivo della dinastia borbonica sul trono, era tra le mete finali dei grandtouristi. Oltre alle bellezze naturali e al tepore del clima mite durante tutto l’anno, l’élite culturale europea era interessata alla storia e all’arte del sud della penisola. L’Italia meridionale raccoglieva l’eredità della Magna Grecia e le suggestioni dell’Impero Romano, che si potevano ammirare sia a est che a ovest della città. Ma c’erano anche il Vesuvio, la Solfatara, i Campi Flegrei, luoghi legati ad eventi impressionanti e scientificamente ancora non provati, e che sollecitavano la curiosità di naturalisti, studiosi di flora e fauna ma anche di pittori e artisti in generale. Ma quali erano le vie ed i mezzi di trasporto per arrivare nel Regno? Dove potevano rifocillarsi i viaggiatori? Quali erano i documenti che dovevano presentare alla frontiera? E ancora: chi erano, dove alloggiavano? Il lettore potrà trovare le risposte nell’articolo, frutto dell’elaborazione di una ricerca condotta su documentazione dell’epoca