Enrica Papa

Città ad Alta Velocità

Governi locali e nazionali stanno sostenendo lo sviluppo di sistemi ferroviari ad alta velocita prevalentemente per ragioni a scala interregionale o internazionale: la riduzione dei tempi di viaggio per spostamenti a lunga percorrenza, l’incremento di accessibilita interregionale di aree periferiche, l’integrazione e la coesione sociale dell’Europa (Vickerman, 1997). In contrasto a questi obiettivi, teorie e applicazioni dimostrano che gli impatti dell’alta velocita sono molto piu consistenti se misurati all’interno delle aree urbane interconnesse da questi nuovi servizi: le high speed cities. In molti casi l’incremento di connettivita tra due o piu sistemi urbani puo favorire lo sviluppo di metropoli multipolari che hanno come fulcro i nuovi nodi-stazioni ad alta velocita. Partendo da queste premesse, lo studio ha l’obiettivo di fornire una sistematizzazione delle teorie sull’impatto della costruzione di sistemi ferroviari ad alta velocita sui sistemi urbani attraverso una lettura critica della letteratura sul tema e una schematizzazione dei risultati di studi empirici in diversi contesti territoriali.

Un progetto di mobilità sostenibile: la Lungosolofrana

The article presents the “LungoSolofrana” project, has been carried out during the course “Urban and Mobility” in the academic year 2009/2010, held during the bachelor in Environmental Engineering at the University of Naples “Federico II”. The work has also been chosen as a finalist to participate at the “UrbanPromo 2010” contest, the urban and territorial marketing event sponsored by the National Institute of Urban Planning and Urbit which was held in Venice 27 to 30 October 2010. The project consists in a green mobility proposal, developed with an approach based on the integration of the environmental redevelopment of a portion of river Solofrana, situated in Salerno province, and of the renewal of seven local stations of the railway line Mercato San Severino – Nocera Inferiore, including the realization of a cycle-path network for the natural environment fruition. Furthermore the work drew attention and regards of the local and regional administration. The main intent of the project is to integrate sustainable mobility themes with the environment recovery in a territory affected by high environmental troubles. The area includes the municipalities of Nocera Inferiore, Nocera Superiore, Mercato San Severino, Castel San Giorgio and Roccapiemonte, situated in Salerno’s province, with a total population about 114.000 (font Demo ISTAT 2010). The area extension is about 84,30 sqkm and it is crossed by river Solofrana that is the central point of the project idea. The intervention strategy is defined in two kinds of actions: internal and external rail station interventions. The external rail station interventions regard the construction of pedestrian-cycle paths with the scope of increasing the spaces dedicated to cyclists and to pedestrians along the river Solofrana sides and to connect the urban areas with the railway station. In this way, it’s also possible to achieve an urban requalification of the interested area. On the other side, the interventions inside the station , according to Transit Oriented Development principles, aim at redeveloping common spaces with the insertion of new activities and at realizing new automatic cycle parks covered by photovoltaic panels. The project proposal consists of the urban regeneration of small railway stations along the route-Nocera-Codola Mercato San Severino in the province of Salerno, through interventions aimed at improving pedestrian accessibility. The project involves in particular the construction of pedestrian paths protected access to the station and connecting with neighboring towns and installation of innovative bike parking stations in elevation, covering surfaces coated with solar panels and spaces information. The project is aimed to propose a new model of sustainable transport for small and medium shifts as an alternative to private transportation.

Integrazione trasporti territorio nei PUM: esperienze a confronto

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.

The Metropolitan Transport Plan of MTB

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 mobilita di Area Vasta PUM sia stato affrontato il tema della mobilita. 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 mobilita 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.

I sistemi a fune come attrattori per la valorizzazione del territorio

Accessibility and mobility have an important role in urban and regional development strategies, in a particular way for the touristic uses of territories. Transport infrastructures constitute in fact necessary elements for the use of urban areas, but assume an extra function related to the valorization of the territory. Furthermore structures for mobility are a component of the touristic supply system especially the rope transport structures that offer dynamic and unique point of views. Cable ways in urban area have this characteristic more than other rope transport systems. Starting from this assume, the article describes four projects developed in the last years in Campania Region and a transport system carry out in Perugia. The five study cases demonstrate how an increasing attention rope transport technology is diffusing in different contest especially for tourism uses. The first case is the Giffoni Valle Piana inclined lift that should connect the city centre in the valley with the medieval Castle. This project is strictly related to a general touristic strategy of the whole municipality. The second project regards the Ravello-Minori cable way and the objective to offer a sustainable alternative to the private car for travelling around two of the most beautiful areas in the Amalfi coast. The third project is located in the centre of the city of Naples and regards a cable way for the connection between the principal museums of the metropolitan area: the National and the Capodimonte museums. The new infrastructure is well integrated in the multimodal transport network and will offer spectacular visuals for tourists and residents. The Perugia Minimetro is the fourth study case and constitute an example of good integration between sustainable transport and urban planning development. The last project is the Fisciano people mover that has the aim of connecting two university campus with the interchange station of the National rail network. The description of the study cases give a general idea of the contest where the transport infrastructure is located, the general objective of the project and some information of the different technology used. In this way the general description of the cases can offer interesting remaks for students and professionals. Finally the article propose a comparison between the different transport technology, giving some construction data that have been synthesized in a table. In all the study cases emerge the importance of designing the new infrastructure not only for touristic uses, but also for systematic mobility. It is necessary in fact a strong integration of the new rope systems with the existing monility supply system.

Parking System and Sustainable Mobility: the Case of Bari

The paper analyzes different strategies for parking management, considering parking as an essential component of the transportation system (Litmann, 2008). Parking facilities are a major cost to society, and parking conflicts are among the most common problems facing designers, operators and planners. Such problems can be often defined either in terms of supply or in terms of management. There are many reasons to use management strategies that result in more efficient use of parking resources, in order to address parking problems without expanding supply. Main benefits of parking management regards facility cost savings, improved quality of service, revenue generation, supports mobility management, support transit and smart grow. Starting from this definition, the article define more sustainable the parking strategies that reduce parking demand and describe the case of the city of Bari, where good parking management actions have reduced car dependence and increased public transport and bicycle use. In the city of Bari two different actions have been developed. The fist regards the definition of long term plan concerning mobility and land use: the Strategic Plan, the Master Plan, the Transport Plan and the Traffic Plan. The second regards the implementation of a system of interventions on the parking system. In particular a complete parking management has been developed in the peripheral areas and in the central core. In peripheral areas a Satellite Parking system was developed and a free transit service was then provided to connect destinations with remote parking facilities. This remote parking strategy was accompanied by an adequate use information, as signs and maps, in order to encourage motorists to use more distant facilities. By constructing parking facilities, the system intercepts commuters and visitors before they drive into the city center, reducing traffic problems. The historical centre was then closed to traffic and to parking, while in the central areas surrounding the old core, a fare parking system was developed. In particular a management of on-street public parking spaces was developed in the city centre supported by public transport improvements. In this way car use has been reduced and public transport and bicycle use increased in the last four years. Parking management become an important component of efforts to encourage more efficient transportation patterns, which reduced problems such as traffic congestion, roadway costs, pollution emissions, energy consumption and traffic accidents and created more attractive and efficient urban environment. Direct and short term impacts were more evident in central areas where traffic congestion was reduced consistently. Long term impacts as energy consumption reduction and a more efficient multimodal transport system will be revealed in the whole metropolitan area in the next future.

Le vie del mare: i servizi di trasporto marittimo per la fruizione della costa

L’articolo affronta il tema dei servizi di trasporto marittimo come esempio di governo integrato e sostenibile trasporti-territorio. Le vie del mare possono costituire occasione di riqualificazione di intere fasce costiere, promuovere forme di mobilita alternative all’auto privata e favorire la valorizzazione e lo sviluppo dell’attivita turistica di un’area. I servizi di trasporto marittimo possono consentire infatti un piu agevole accesso alle mete turistiche sul mare o nelle zone piu interne, attraverso forme di integrazione con altri sistemi di trasporto pubblico, con conseguente incremento del flusso turistico e, contestualmente, una riduzione del traffico veicolare su gomma sulle arterie principali. Partendo da queste considerazioni, l’articolo definisce teorie e metodi per la messa in servizio delle vie del mare lungo la costa e analizza cinque casi di studio nazionali evidenziando punti di forza e di debolezza delle diverse esperienze.

Subway and Skyway System: Sustainable Infrastructure for Walking?

The paper focuses on a peculiar typology of walking infrastructure: pedestrian subway/skyway systems. These infrastructure for the pedestrian mobility are Climate Controlled Walkway [CCW] networks made by pedestrian bridges or tunnels linking buildings, which allow pedestrians to move without using city streets and offer advantages to urban pedestrians. Prominent examples are the tunnel systems of Montreal and Toronto, the mixed tunnel/skywalk systems of Houston and Dallas, the skywalk systems of Minneapolis, Calgary and Cincinnati. The paper report some result of a comparative analysis of 19 study cases and define the main characteristic subways and skyways system where the pedestrian flows are completely separated from the vehicular traffic. The strengths are mainly related to the protection to pedestrian from weather and crime, the separation from vehicle traffic, the retails attractiveness in central business district,the reduction of car use in central areas, low maintenance costs for public authority. The weaknesses are low quality of street life, private management of the spaces and lack of orientation in the pedestrian network. Despite the success of some study cases, is still necessary to ask if these kind of pedestrian network are a sustainable solution for walking in city areas and what is the role of urban and transportation planning in order to minimize the negative effects of these practices. Subway and Skyway System: Sustainable Infrastructure for Walking?The paper focuses on a peculiar typology of walking infrastructure: pedestrian subway/skyway systems. These infrastructure for the pedestrian mobility are Climate Controlled Walkway [CCW] networks made by pedestrian bridges or tunnels linking buildings, which allow pedestrians to move without using city streets and offer advantages to urban pedestrians. Prominent examples are the tunnel systems of Montreal and Toronto, the mixed tunnel/skywalk systems of Houston and Dallas, the skywalk systems of Minneapolis, Calgary and Cincinnati. The paper report some result of a comparative analysis of 19 study cases and define the main characteristic subways and skyways system where the pedestrian flows are completely separated from the vehicular traffic. The strengths are mainly related to the protection to pedestrian from weather and crime, the separation from vehicle traffic, the retails attractiveness in central business district,the reduction of car use in central areas, low maintenance costs for public authority. The weaknesses are low quality of street life, private management of the spaces and lack of orientation in the pedestrian network. Despite the success of some study cases, is still necessary to ask if these kind of pedestrian network are a sustainable solution for walking in city areas and what is the role of urban and transportation planning in order to minimize the negative effects of these practices.

Transit Oriented Development: una soluzione per il governo delle aree di stazione

The need of reducing urban sprawl, the increasing number of motorized trips, the presence brownfields in strategic areas of cities, great investments in rail transport infrastructures, are all key elements that contribute to the diffusion of “Transit Oriented Development” theories and practices. In many cases applications of TOD principles are still complex, even though is widely recognized in theory the necessity of densify station areas with high quality and functional mix developments. Starting from this critical point, the main research question of this work is: how is it possible to “export” TOD principles and practices in Europe? The article try to answer this question through a comparative analysis of different best practice in Europe and through the definition of TOD procedures. The study analyses the TDA (Transport Development Area) approach proposed by the RICS in UK and the Stedebaan project in The Netherlands. Furthermore the research focuses on the France and Germany study cases, where the regional rail-oriented development is mainly connected with the HST lines construction and the rail network “regionalization” process. Also in Italy the important investment in rail infrastructures was the occasion for station area renewal and station area revitalising, but in most cases with an “urban design” approach rather than transport-land use integrated approach. The main conclusion stress the necessity of a new integrated approach and the definition of a “Station Plan” for the integration of urban and transport interventions.

Mega Events and innovative mobility system: the Expo transport lessons

Mega events have been defined as a form of “speeding up” for urban system transformation (Boeri 2008) and for the implementation of ground-breaking policies in host cities. This term is even more appropriate if is referred to the construction of pioneering mobility systems. Big events and in particular Expo constitute opportunities for the building up of innovative solution for urban mobility, the diffusion and the testing of new technology and prototypes. This article, starting from a review of international study cases, shows how the construction of mobility systems for International Expo is an occasion of testing and constructing innovative transport infrastructures oriented to the mobility of the future (Richards 2001). The article illustrate this phenomena trough the study of the evolution during the last fifty years of transport planning and design in ten different Expo, describing the main mobility challenges and the proposal for the mobility of the future. The study defines three different cluster of Expo: the first group of Expo is called the “progress and speed” Expo and reflect the general approach of mobility planning in the ‘60 and ‘70 Expo; the second cluster include the ‘80 and ‘90 Expo, that are defined as the “automobile dependence” Expo, in which the innovation for urban public transport was limited by the huge diffusion of cars in these decades. The last cluster are the new millennium Expo: the “zero emission” Expo, where the research for green mobility is the main transport challenge.