INDICE WORKSHOP: “PIANIFICAZIONE INTEGRATA DEI

CORRIDOI DI TRASPORTO EUROPEI” - Brunello Lara (ammesso alla redazione del paper) - Bulferetti Susanna – Cadei Margherita – Maternini Giulio (ammesso alla redazione del paper) - Dean Marco (ammesso alla redazione del paper) - Ferrari Davide (ammesso alla redazione del paper) - Imbesi Giuseppe – Sarlo Antonella – Trapani Ferdinando (ammesso alla redazione del paper) - Lami Isabella – Roscelli Riccardo (ammesso alla redazione del paper) - Moraci Francesca (ammesso alla redazione del paper) - Peano Attilia (ammesso alla redazione del paper) - Zanon Bruno (ammesso alla redazione del paper)

This abstract is proposed as contribution to the 9th Biennial of European Towns and Town Planners, to be held in Genoa on 14-17 September 2011, within Workshop 2 on Integrated Planning of EU Transport Corridors.

ABSTRACT Strategies to Connect Peripheral Polycentric Metropolitan Systems

to the High Speed Railways of the TEN_T Corridors

Lara Brunello Architect and PhD researcher

Affiliation: Queensland University of Technology, 2 George St., 4000 Brisbane QLD, Australia E-mail address: l.brunello@qut.edu.au

Mailing address: via Maestri del Lavoro, 21 – 33084 Cordenons (PN), Italy Ph.: 0039-349-5768537

Word count: 866 – digitations: 5,992

Problem overview. Effects on spatial distribution and the economic development after the deployment of high speed rail (HSR) infrastructure have been investigated in the literature. However, evidence shows that the mere presence of a HSR station is not sufficient to entice growth, and that the spatially derived benefits tend to concentrate around access nodes. Little has been said about the tunnel effect of HSR infrastructure for which many small and medium sized cities and their regions lose out, or are prevented from participating in the accessibility benefits despite their proximity to HSR corridors. This is often the case of polycentric metropolitan areas with many agglomerations in short distance, which cannot all enjoy the presence of a HSR station. In such a context, HSR territorial integration is vital to spatially optimise benefit distribution and increase regional cohesion.

The provision of additional tools to value the benefit exchanges between HSR and alternative transit systems would have great implications in moving towards new dimensions of HSR territorialisation. On the one hand, benchmarks could be provided upon which to build coalitions and balance shares among different stakeholders, from political cooperation to joint industry efforts in the management of an integrated regional system. On the other hand, development of transit strategies could be tested on their efficiency to support a regional fabric capable of accommodating HSR infrastructure, while avoiding negative impacts, such as concentration or drainage effects.

Study description. This study intends to address the lack of tools available to explore possible means of integrating HSR into urban and regional transport networks. A methodology is developed to draw a correlation between HSR and complementary transit systems in terms of quantifiable synergies so called network effects, and the distribution of benefits beyond the actual HSR stations. Strategies are assessed on their efficiency to work as interfaces with HSR allowing to understand which level of service cooperation best serves the area.

To ground the research, North-eastern Italy (NEI) is presented as case study offering concurrently a peripheral polycentric regional context, the presence of a planned HSR corridor within the Trans European Transport Network programming, and the project to develop a suburban/regional rail service, namely SFMR (Sistema Ferroviario Metropolitano Regionale).

Conclusions. Results indicate that benefits derive from well informed decisions on HSR station positioning and the appropriate blend of transit services in the whole region. Careful planning of regional land use and transport links is essential to develop successful strategies originating from the principle of interoperability between different networks. The proposed approach is significant for all those countries considering HSR in their transport plans, and desiring greater knowledge on benefit distribution. While unintentional in the SFMR case, the development of regional transit

systems represents the missing link to enhance HSR accessibility and facilitate its territorialisation. Thus, it is recommended to analyse which transit strategy best interfaces with HSR when seeking to improve territorial competitiveness and cohesion, with an eye to equity in the HSR arena.

Essential bibliography Bertolini L., and Spit, T. (1998) Cities on Rails: the Redevelopment of Railway Station Areas.

London: E&FN Spon.

Brons, M., Givoni, M., and Rietveld, P. (2009). Access to railway stations and its potential in increasing rail use. Transportation Research Part A-Policy and Practice, 43(2), 136-149.

Fröidh, O., and Nelldal, B.-L. (2008). Regional high-speed trains on the Svealand line: Evaluation of effects. In F. Bruinsma, E. Pels, P. Rietveld, H. Priemus and B. van Wee (Eds.), Railway development: Impacts on urban dynamics (pp. 295-314). Heidelberg: Physica-Verlag.

Garmendia, M., Urena, J.M. and Coronado, J.M. (2010). Long-distance trips in a sparsely populated region: the impact of high-speed infrastructures. Journal of Transport Geography. DOI: 10.1010/j.jtrangeo.2010.06.002.

Gutiérrez, J., Monzón, A., and Piñero, J. M. (1998). Accessibility, network efficiency, and transport infrastructure planning. Environment and Planning A, 30(8), 1337-1350.

Kwan, M.-P., and Weber, J. (2008). Scale and accessibility: Implications for the analysis of land use-travel interaction. Applied Geography, 28(2), 110-123.

Laird, J. J., Nellthorp, J., and Mackie, P. J. (2005). Network effects and total economic impact in transport appraisal. Transport Policy, 12(6), 537-544.

López, E., Monzón, A., Ortega, E., and Mancebo , S. (2009). Assessment of cross-border spillover effects of national transport infrastructure plans: An accessibility approach. Transport Reviews, 29(4), 515 - 536.

Martín, J.C. (2008). Impact of new high speed trains on mobility. Revista de Economia Aplicada, 16(47), 5-23.

Migliorini, F. (2007). Un corridoio tutto da inventare: L’alta velocità per far crescere città e distretti. Venezia: Marsilio.

Plassard, F. (1991). Le train a grande vitesse et le réseau des villes. Revue Transports 345, 14–23.

Priemus, H., and Konings, R. (2001). Light rail in urban regions: What Dutch policymakers could learn from experiences in France, Germany and Japan. Journal of Transport Geography, 9(3), 187-198.

Troin, J.F. (1995). Rail et aménagement du territoire, des héritages aux nouveaux défis. Aix-en-Provence: Edisud.

Urena, J.M., Menerault, P., and Garmendia, M. (2009). The high-speed rail challenge for big intermediate cities: A national, regional and local perspective. Cities 26, 266–279.

Van Exel, J., Rienstra, S., Gommers, M., Pearman, A., and Tsamboulas, D. (2002). EU involvement in TEN development: Network effects and European value added. Transport Policy, 9(4), 299-311.

Vickerman, R. (1997). High-speed rail in Europe: Experience and issues for future development. Annals of Regional Science, 31(1), 21-38.

Workshop n. 2 “Integrated Planning of EU Transport Corridors”

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Authors:

Prof. Ing. Giulio Maternini (Full Professor in town planning)

Ing. Susanna Bulferetti (PhD Student)

Ing. Margherita Cadei (PhD Student)

Address:

Università degli Studi di Brescia - Facoltà di Ingegneria

Dipartimento di Ingegneria Civile, Architettura, Territorio e Ambiente (DICATA)

Via Branze, 43

25123 Brescia (Italy)

Email contacts:

giulio.maternini@ing.unibs.it

susanna.bulferetti@ing.unibs.it

margherita.cadei@ing.unibs.it

Phone contacts:

030/3711271

030/3711264

Abstract title:

“First considerations about an European transport corridor within a Linear Metropolitan

System (LiMeS). The case of the Po Valley corridor”

Abstract:

The Po Valley strip, which stretches from West to East in the North of Italy for about 400 km, is

crossed by the European corridor V. It links Lisbon and Kiev and is part of the TEN-T project for

the enhancement of the European infrastructural network. The territory in question, already called

Workshop n. 2 “Integrated Planning of EU Transport Corridors”

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“Po Valley corridor”1 in the 70s, is constituted by a wide and variegated area and is seat of a

megalopolis which has a considerable territorial, economic and social clout. The complex system of

relations which characterizes this corridor brought to actually conceive it as a Linear Metropolitan

System, whose acronym is LiMeS2. The Po Valley LiMeS is constituted by a set of metropolitan

areas which are organized along a prevalent mobility axis. Taking inspiration from the OECD

methodology for the detection of the metropolitan regions (OECD, Territorial Reviews, 2006)3, the

main metropolitan areas that have been detected in the Po Valley LiMeS are the following: the

“Mono-centric Monolith” of Turin, the “Poly-centric Universe” of Milan, the “Cenomane Dipole”

of Brescia and Verona and the Western “Widespread Galaxy”.

Such articulated system is characterized by peculiar mobility dynamics. One of the first indicator

that has been calculated for the Po Valley LiMeS is the motorization rate. For the first time in the

recent history this indicator registers a decrease for the big and middle sized cities belonging to the

Po Valley LiMeS, unlike the rest of the municipalities, which register positive variations. However,

this indicator is not sufficient to describe the mobility level of a metropolitan region: indeed,

studying the commuting phenomena, the most significant commuter flows move along the main

cinematic corridors of the Po Valley LiMeS.

Indicators dealing with road accidents are able to represent interesting aspects of the mobility of an

area. For example, the kind of road accidents that occur in an area is function of its environmental

features: looking at the representation of the road accident density (expressed by the number of

accidents per km2 of built up area) many cinematic corridor clearly emerge. Any linear conurbation

grew along these corridors, as they are merely “traffic corridors” (it’s the case of the main

infrastructural axis that cross the Po Valley from North to South). The main difference between a

traffic corridor and a linear conurbation can be highlighted by the different kind of road accidents:

along a cinematic corridor, the most involved users in road accident are the motorized vehicles;

along a linear conurbation (it’s the case of the West – East axis) the vulnerable road users are more

involved. Deepening the issue of the kind of road accidents as distinctive element of the

environment, the specific case of the Province of Brescia has been studied. The Province of Brescia

1 M. MATERNINI, “Il corridoio padano e i suoi trasporti”, in Ingegneria ferroviaria, n.7/8, 1970

2 Research of national interest “Dalla città metropolitana al corridoio metropolitano: il caso del corridoio padano”

(PRIN 2007), whose the national scientific coordinator is Prof. Roberto BUSI. 3 OECD identifies as a metropolitan region an area where population and economical activities are concentrated. It is

characterized by the following parameters: population above 1,5 millions of inhabitants ; a critical density of 150

inh/km2; a Net Commuting Ratio lower than 10% of the population; population lower than 1,5 millions of inhabitants

but with a natural balance at least of 20%.

Workshop n. 2 “Integrated Planning of EU Transport Corridors”

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is horizontally “cut” by the Po Valley LiMeS and, from the elaborations made about the kind of

users involved in road accidents, the LiMeS boundaries clearly emerge.

Monitoring the phenomena characterizing the mobility of the Po Valley LiMeS through the use of

indicators is important to investigate its features and evolutions, to evaluate the effectiveness of the

planning actions at any territorial levels and to recognize best practices that can be exported and

applied in other linear metropolitan systems. Recurring to a predefined set of indicators (as for

example those taken from the methodologies developed for the evaluation of the European projects)

is sometimes troublesome, as it’s not always possible to use available and homogeneous data in the

whole territory. This problem is evident in the case of the indicators that evaluate the environmental

impacts, such as those referred to the pollutant emissions: the necessary instruments aren’t evenly

spread throughout the territory, therefore the collected information can’t be considered sufficiently

reliable.

Notwithstanding the difficulties mentioned above, the indicators that have been calculated for the

case study of the Po Valley LiMeS highlighted some lacks in the governance of the investigated

territory. Indeed, the Po Valley LiMeS is not only a traffic corridor, but is a consolidated linear

conurbation, characterized by a complex system of relations able to condition the mobility of the

whole region. Therefore, in addition to the mobility, even the complex urban functions and the

social-economic dynamics should be considered in the planning processes of the whole

metropolitan area, by integrating the mobility and the urban planning at various level (from the

local level to the territorial one), especially in a normative framework which is complicated and

often deficient. A not-integrated approach between the transport network and the urban planning

brings to serious strategic errors and the lack of specific regulations doesn’t allow to correctly

manage such wide and complex linear metropolitan systems. The realization of new infrastructures

(like the corridor V Lisbon-Kiev) can be a resource and a risk at the same time: only an over-

regional planning, aware of the complex dynamics that characterize the LiMeS territories, could

minimize (or compensate) the potential damages and, on the other hand, obtain positive effects for

the territory and its economy.

IX Biennial of Towns and Town Planners of Europe Smart planning for Europe's gateway cities. Connecting peoples, economies and places Genoa, September 14-17, 2011

Between Corridors and Gateways. Rethinking “logistic platforms” in Italy: the case of the North Adriatic Gateway Marco Dean * * Department of Civil Engineering and Architecture, University of Udine, via delle Scienze, 208, 33100 Udine, MARCODEAN2003@libero.it Abstract Reference Workshop Integrated Planning of EU transport corridors Keywords Infrastructure, logistic platforms, intermodal transport, TEN-T corridors 1. Introduction. The Italian situation between missed choices and wishful tinking

The new freight maritime transport models collide with a too “overcrowded” Italian network,

consisting of many ports and inland intermodal terminals, which are often obsolete or inadequate

(Censis, “Il Disegno dell’Interportualità Italiana”, 2009). Moreover, in spite of the estimates about

the new trends of maritime trades (Drewry Shipping Consultants, 2007) -which foreseen a renewed

centrality to the Mediterranean Sea-, factors such as lack of coordination between ports and freight

villages and the presence of several bottlenecks in connecting the different logistc centres, do not

allow Italian ports to attract the growing traffic flows. The absence of notewhorthy national

logistics operators and an excess of bureaucracy in this sector must also be taken into account. As a

consequence, it is easy to understand why logistics costs in Italy are 11% higher than the European

average (Confetra 2011).

Nonetheless, the logistics and strategic national plans do not seem to have been able to be selective

enough concerning the use of the resources already available in the Italian territory: neither the

previous National Logistcs Plan (2006), which has established the “Logistic Platforms”, nor the

Strategic National Framework (SNF) 2007-2013, through its “Strategic Territorial Platforms”, have

responded to the new transport demands in a selective way (Fabbro, Mesolella, 2010) and even the

recent National Logistcs Plan (2010) doesn’t seem satisfactorily integrate our main ports with the

TEN-T network. This is, for instance, the case of the Logistic Platform in the Nord-East area of

Italy, that has been based on the still very uncertain Corridor V, rather than on the more concrete

and partially existent (but not yet recognized in the TEN-T European maps) Adriatic-Baltic

corridor.

2. The case study

The objective of this paper is to explore more realistic strategies (Fabbro, Mesolella in Urbanistica

Dossier, 122) to reconnect one of the few possible national gateways (the one constituted by the

Northern Adriatic ports) to the wider network of European corridors. This strategy is based on the

reuse of some existing national infrastructures that appear, at the moment, largely underused:

a. a freight village of considerable size such as the Interporto Alpe Adria in Cervignano del

Friuli, and

b. an international double railway such as the “Pontebbana” that links the North-East area of

Italy with Austria, through the Alpine pass of Tarvisio.

The Interporto Alpe Adria in Cervignano is a freight village of national importance and has

European standards in terms of size and length of operating railway tracks, and also the possibility

to be connected to the railways network in every direction. But, because of the new economic

parameters of logistics, it finds difficulties in effectively interacting with the regional ports located

just a few tens of kilometers from it. In fact, at the moment, it appears too close to the Adriatic ports

to be a useful “off-dock” in support of them, but, at the same time, it is too far from the major urban

areas to offers its services to them.

The Pontebbana railways, that is connected to Alpe Adria freight village, since 2000 is offering a

double-track configuration, but it is currently used for only one third of its potential (50 trains per

day instead of 150). Moreover it has been neglected by national programming that, from 2004

onwards (the year of establishment of the priority TEN-T corridors), has conceived the "Northeast

Logistics Platform" as based on the future and uncertain Corridor V instead of the existing (at least

for long sections) Adriatic-Baltic corridor (not yet included among the priority TEN-T corridors), of

which the Pontebbana track is already a central segment linking Vienna and the Po Valley.

Consequently the important development programs, which involve both public stakeholders

(Venice) and private ones (Monfalcone-Triest, Koper), regarding the Adriatic ports and which aim

is that of increasing the competitive capacity of these North Adriatic port system with the marittime

terminals located in the north of Europe, risk to be less realistic and feasible. On the other hand, in

light of the expected trade flows, it is clear that all these infrastructures might play a significant role

in allowing a more effective connection between these ports with the Central European regions

through the so-called North Adriatic Gateway.

3. Conclusions

The paper concludes its argumentations supporting the necessity of rethinking the Northeastern

logistic platforms towards a more realistic and well-timed North Adriatic Gateway based on the

Baltic-Adriatic Corridor (possibly recognized in the TEN-T priorities) instead on the uncertain

Corridor V.

This turn should be based on the overcome of two misconceptions:

- the first one is the fallacy which has brought to base a logistic platform on inexistent corridors

ignoring the existing ones;

- the second one consists in the error to look only to short-haul networks and to the obsolete

notion of city-port, which should have to be replaced by a new relational model comprising

long-haul connections and the concept of network-port.

If these concepts were combined together it would be possible to build new scenarios of economic

and logistic cooperation-competition, among cities, regions and territories, even if far from each

other, and also to identify new roles for the existing infrastructures and logistic centers.

Davide Ferrari

Architetto, Dottorando in Progettazione architettonica e urbana, XXIV ciclo, Politecnico di Milano

14, via Cavallotti, 21013 Gallarate (VA)

il.davide.ferrari@gmail.com

cell. 3355315799

WORKSHOP 2

Architettura della strada: paesaggio e manufatti in Svizzera

Il ruolo dell'architetto nel disegno delle grandi linee infrastrutturali.

Il caso dell'autstrada N2 del Gottardo e della linea ferroviaria ad alta velocità Alptransit nel

Cantone Ticino.

Il disegno dei sistemi viari e dei manufatti che li compongono interroga il progettista ponendo una serie di questioni che eccedono il problema di natura tecnica che l’infrastruttura è chiamata a risolvere; problema tecnico cui troppo spesso il progetto infrastrutturale viene ridotto, limitando il suo compito alla gestione dei flussi e dimenticando i rapporti formali e scalari che esso instaura con la città e con il paesaggio, la sua consistenza plastica e figurativa, la sua capacità di dischiudere una dimensione narrativa ed estetica, il ruolo genetico che è in grado di rivestire nella trasformazione delle strutture insediative alla scala territoriale.Spesso sospinte verso il campo di specialismi autoreferenziali, soluzione di un problema impostato esclusivamente su dati quantitativi, molte delle grandi infrastrutture che solcano i territori italiani ed europei lacerano paesaggi che nei secoli si erano costituiti quali forme dotate di senso, frammentandoli e rendendoli supporto inerte per insediamenti privi di qualità. Alla costruzione di nuovi tracciati è spesso associata infatti un'aura di violenza che trova riscontro nell’oggettiva perdita di qualità delle città e dei territori, nella dispersione dei materiali urbani e in un indiscriminato consumo di suolo. All’architetto spesso non rimane che il ruolo del 'mitigatore', intervenendo a posteriori tentando, nel migliore dei casi, di risarcire i danni provocati da progetti che spesso inconsciamente incorporano a priori l’idea di una loro negatività intrinseca.Esistono tuttavia esempi che dimostrano come il progetto e la messa in opera delle grandi linee possa costituire un importante momento di riordino degli assetti territoriali dei paesaggi attraversati. Particolarmente interessanti sono le esperienze condotte in Svizzera nel Cantone Ticino per la costruzione dell'autostrada N2 del Gottardo (1961/81) e la realizzazione – tuttora in corso – del tracciato dell'Alptransit (1992/in corso). In entrambi i casi emerge evidente l'importanza dell'architetto nel progetto di infrastrutture: nel suo ruolo di sintesi fra istanze diverse – politiche, pianificatorie, ingegneristiche – per la capacità di garantire qualità formale ai manufatti attraverso

opportune scelte tipologiche e linguistiche, per la capacità di farsi carico, infine, delle istanze espresse dai luoghi toccati dall'infrastruttura e da essa trasformati, sottoponendo alla norma del progetto gli effetti causati ad ogni scala dall'azione dell'uomo.Le difficoltà insite nel rapporto fra una morfologia dei suoli per lo più impervia e le rigidezze dei tracciati – che impongono una 'geometria della velocità' tanto più stringente quanto più rapida è la percorrenza – hanno stimolato negli anni la ricerca di soluzioni sempre più avanzate nel progetto dei singoli manufatti e nella mediazione del rapporto fra infrastruttura e contesto. Soluzioni spesso originali, tecnicamente avanzate, economicamente soddisfacenti che si dimostrano esteticamente valide soprattutto nel momento in cui rinunciano ad ogni idea di mimetismo per annunciare in modo assertivo la propria natura di grande elemento tecnico operante ad una scala maggiore rispetto a quella dei paesaggi attraversati.Un'autostrada o una linea ferroviaria si costruiscono infatti come serie di manufatti interfacciati ai vari contesti locali che vanno però contemporaneamente considerati come parti di un organismo unitario. Esse sono infatti concepite e messe in opera come progetti singoli, identificate da un inizio e una fine, hanno accessi controllati in punti determinati, sono corredate da edifici accessori la cui funzione si ripete costante a intervalli regolari: la loro dimensione è territoriale, la loro scala di riferimento riferibile ad un ordine di grandezza superiore rispetto a quella dei luoghi attraversati: i temi propri del progetto architettonico dei grandi sistemi infrastrutturali spostano l'attenzione dagli oggetti alle relazioni intercorrenti fra unità della linea e molteplicità dei manufatti che la compongono, fra la velocità di percorrenza dei tracciati e la dimensione lenta del paesaggio attraversato.Il conferimento di ruoli forti e riconosciuti agli architetti (rispettivamente Rino Tami e Flora Ruchat Roncati) presenti nei team di progettazione dell'autostrada del Gottardo e della NTFA (Nuova Trasversale Ferroviaria Alpina) ha saputo garantire il buon esito formale di due opere caratterizzate da notevole unità di disegno, che si intrecciano su un territorio di estensione limitata riuscendo a risolvere felicemente il rapporto con il paesaggio, ponendosi inoltre come elemento ordinatore di contesti compromessi da incontrollati fenomeni di dispersione urbana.La serialità dei manufatti che compongono le due linee – rilevati, controscarpe, muri di contenimento, le opere d'arte maggiori come ponti, viadotti e gallerie, gli edifici di servizio – trascende in entrambi i casi la ripetizione pedissequa di elementi prefabbricati standardizzati grazie ad una tendenziale unità di metodo e di linguaggio (linguaggio che se da un lato si avvale di strumenti classici come il modulo e la ripetizione, dall'altro sperimenta tutte le possibilità plastiche del calcestruzzo armato) che, fissati principi generali, opera caso per caso declinando le soluzioni progettuali in modo differente in per ogni singolo intervento: ed è proprio la generalità dei principi dimostrata nella varietà delle soluzioni specifiche a rendere l'immagine di una totalità complessa che si adatta al variare dei luoghi. Ad esempio i portali dei tratti in galleria – nel caso dell'autostrada – o le soluzioni dell'imbocco del tunnel

di base – nel caso della ferrovia – sono caratterizzati ognuno da un disegno differente; ciascuno è però riconducibile a precise tipologie che dipendono sostanzialmente dall'angolo di incidenza fra la linea e il piano della montagna.I manufatti divengono qui un'interfaccia che pone in relazione il nastro stradale – linea continua e di sezione mantenuta costante per una lunghezza di centinaia di kilometri – e il contesto fisico, di dimensione locale, intaccato dall'infrastruttura, instaurando un complesso di relazioni spaziali e temporali che non solo risolve felicemente l'inserimento della linea nel territorio, ma arrivano a porsi come nuovo elemento regolatore delle dinamiche urbane di scala regionale e a costituire un'importante occasione di risarcimento per paesaggi che precedentemente avevano subito le ingiurie di un'azione umana non progettata.

BibliografiaAA.VV. Progetto e territorio. Gli assi di transito e le trasformazioni territoriali del Cantone Ticino, Atti del-la giornata di studio, Airolo, 24 settembre 1998, ( a cura di A. Galfetti e L. Tedeschi, Accademia di archi-tettura Università della Svizzera Italiana, Archivio del Moderno, Mendrisio , 2001ALPTRANSIT SAN GOTTARDO SA, La nuova linea ferroviaria del San Gottardo, Lucerna, 2005R. BOCCHI, Progettare lo spazio e il movimento, Roma, 2010M. DESPORTES, Paesaggi in movimento, Milano 2008F. FARIELLO, Architettura delle strade. La strada come opera d’arte, Roma, 1963S. MAFFIOLETTI (a cura di), Paesaggi delle infrastrutture, Padova-Venezia, 2005E. MORELLI, Disegnare linee nel paesaggio, Firenze, 2005R. TAMI, L’autostrada come opera d’arte, in T. CARLONI (a cura di), Rino Tami. 50 anni di architettura, Milano, 1984

Altro materialeIntervista a Flora Ruchat Roncati, D. Ferrari e I. Valente, Riva San Vitale, 2011

Davide Ferrari

Architect, PhD student in Architectural and Urban Design, XXIV cycle, Politecnico di Milano

14, via Cavallotti, 21013 Gallarate (VA)

il.davide.ferrari@gmail.com

cell. 3355315799

WORKSHOP 2

Architecture of the road: landscape and artefacts in Switzerland

The role of architects in the design process of great infrastructural lines: the case of N2 Gotthard

highway and high speed railway line 'Alptransit' in Cantone Ticino.

The project of infrastructural systems and of the artefacts they are composed, questions the designer with a series of problems that goes beyond the technical features that the infrastructure must satisfy; technical aspects to which too often the project of major railway and highway lines is reduced, limiting his tasks to the sole management of flows and forgetting the formal and scalar relations that it has with the city and the landscape, his figurative and sculptural consistency, his capability to disclose a narrative and aesthetic dimension, his genetic role in the transformation of settlements at the scale of the territory.Often lead towards the field of self-referential specialisms, solution of a problem set up only on quantitative data, many of the major infrastructures that cross italian and european territories tear landscapes that over the centuries purchased significance, beauty and quality, causing their fragmentation and making them inert support for quality-less setllements. To the construction of new lines is often associated an aura of violence that is reflected in an objective loss of quality of the cities and the territories, in the dispersal of urban elements, in an indindiscriminate consumption of soil. The architect is often forced to the cosmetic role of the 'reliever' (in italian 'mitigatore'), trying to compensate the damages caused by interventions that often unconsciously incorporate the a-priori idea of an intrinsic negativity. We can find, however, many exempla that show how the design and the construction of great lines could establish a new level of order for the crisscrossed landscapes. The experiences conducted in Switzerland, Cantone Ticino, for the realisation of N2 Gotthard Highway (1961/81) and of NTFA Alptransit high-speed railway line (1992/ongoing) are in this sense particularly interesting.In the both cases emerges with evidence the importance of the architect in the infrastructural project: in his synthesis role between different istances – about politics, planning, engineering – for his capacity to ensure formal quality to the artefacts through the right typological and linguistic choises, eventually

for his capacity of taking care about the places touched and transformed by infrastructure, submitting to theproject's system of rules the effects caused at each scale by human activity.The problems inherent the relation between the morphology of the soil in Cantone Ticino – that is mostly impervious – and the stifness of the lines – that must subject to a 'geometry of velocity' that is more strict the higher is the traveling speed – stimulated over the years the research of advanced solutions for the realisation of individual artefacts and and for the mediation between infrastructure and context. Solutions that are often characterized for their originality, technically advanced and satisfactory from the economical point of view; solutions that show their validity also from the aesthetical aspect when they waive any idea of mimetism to announce in an assertive way its own nature of major tecnical element that works on a regional scale, that is bigger than the dimension of the individual crossed landscapes.Indeed, an highway or a railway are built as series of artefacts with their own interface with each local context; artefacts that, on the other side, must be considered as parts of a unique organism. They are in fact conceived and built as singular projects, identified by a beginning and a end; they have controlled accesses in fixed points and are accompanied by facility buildings whose function is repeated at regular intervals. The architectural design of big infrastructural systems shifts the attention from the objects to the relations that lay between the unicity of the line and the multiplicity of the artefacts, between the traveling speed and the slow dimension of the territory.The assignment of strong and recognizable roles to the architets that were part of the design team of Gotthard highway and NTFA – New Trans Alpine Railway (Rino Tami and Flora Ruchat Roncati) allowed the achievement of an outstanding formal result in these two works intertwining on a territory of limited extension, solving in a briliant way the relation with the landscape, putting thenselves as an element of order in contexts compromised by uncontrolled phenomena of urban growth. The seriality of the artefacts that compose the two lines – embanquements, counterscarps, containing walls, the facility building, the most important artworks like bridges, viaducts, tunnels – is able to transcend in both cases the slavish repetition of standardized precast elements thanks to a unity of method and language that fixes general principles but operate following a case-by-case attitude declining different design solutions for any different intervention: and it is the generality of the principles demonstrated in the variety of each individual solution that make the image of a complex totality that adapts to the changing of the places. A significative example is given (in both cases) by the solutions adopted for the tunnel entrances: each portal is characterized by a different pattern, that is however referable to precise typologies relied to different context conditions.The artefacts become in this two projects an interface that puts in relation the road – that can be considered as a continuous and thick line with a section that remains constant for hundreds of

kilometres – and the physical context, in his local dimension, touched by infrastructure, establishing an ensamble of spatial and temporal relations that solve properly the insertion of the line in the territory and becomes the new layout that can control the contemporary regional-scale urban dynamics, but also provides the opportunity to refund landscapes that in the past had to suffer the injuries provoked by an unplanned human action.BibliographyAA.VV. Progetto e territorio. Gli assi di transito e le trasformazioni territoriali del Cantone Ticino, Atti del-la giornata di studio, Airolo, 24 settembre 1998, ( a cura di A. Galfetti e L. Tedeschi, Accademia di archi-tettura Università della Svizzera Italiana, Archivio del Moderno, Mendrisio , 2001ALPTRANSIT SAN GOTTARDO SA, La nuova linea ferroviaria del San Gottardo, Lucerna, 2005R. BOCCHI, Progettare lo spazio e il movimento, Roma, 2010M. DESPORTES, Paesaggi in movimento, Milano 2008F. FARIELLO, Architettura delle strade. La strada come opera d’arte, Roma, 1963S. MAFFIOLETTI (a cura di), Paesaggi delle infrastrutture, Padova-Venezia, 2005E. MORELLI, Disegnare linee nel paesaggio, Firenze, 2005R. TAMI, L’autostrada come opera d’arte, in T. CARLONI (a cura di), Rino Tami. 50 anni di architettura, Milano, 1984

Other materialsInterview with Flora Ruchat Roncati, D. Ferrari e I. Valente, Riva San Vitale, 2011

Biennale urbanisti ­ Workshop 2) La Pianificazione Integrata dei Corridoi Europei Sguardi oltre il “ponte”. Città costiere di Sicilia e Calabria fra waterfront e 

lità  nuova portua 

i  o.it

Giuseppe Imbesprof. ord. di pianif. urb. e territoriale, Facoltà di Ingegneria, Università di Roma La Sapienza, imbesi2@liber   Antonella Sarlo ricerc. di urbanistica, Facoltà di Architettura, Università Mediterranea di Reggio Calabria,  asarlo@unirc.it  Fperdinando Trapani rof. assoc. Facoltà di Architettura, Università di Palermo, ferdinando .trapani@unipa.it  sintesi Per il Mezzogiorno da molti anni, è stata posta al centro dell’attenzione dell’opinione pubblica, pla  rospettiva della realizzazione del ponte sullo Stretto di Messina, passaggio “risolutivo” del 

corridoio di collegamento fra Italia peninsulare e Sicilia.  E’  l’espressione  di  una  vision  territoriale  di  livello  europeo  basata  sulla  costruzione  di  una rete essenziale per gli  scambi economici e  trasporti nord‐sud che vorrebbe aprire anche un inedito rapporto tra l’Europa continentale e i paesi della fascia nordafricana. Tale vision ha messo in ombra, da una parte,  la dinamica delle  città costiere meridionali del nostro Paese; si sta riproponendo di fatto, da una parte, una crescita insediativa proiettata sui mari che la contornano (Tirreno, Adriatico e Jonio) di cui sono espressione forme anche molto diversificate  di waterfront  e di usi multiformi della  fascia  costiera,  dall’altra,  un  sistema    di approdi  per  una  consistente  mobilità  interna  (per  merci  e  persone  di  cui  non  è  da sottovalutare l’apporto legato al turismo nautico) nel bacino mediterraneo. Di  fatto nella “lunga attesa” del Ponte, si sono determinate situazioni che stanno fortemente penalizzando  il  Mezzogiorno  sotto  il  profilo  produttivo  e  della  stessa  qualità  di  vita  delle 

o  pop lazioni, ma si assiste anche al crescere di iniziative congiunturali che tendono a ridurre disagi e a creare nuove forme di relazioni. Sta  emergendo  la  possibilità  di  un  diverso  rapporto  con  il  mare  che  rendono  le  visione eurocentriche meno  efficaci?,  si  stanno determinando usi  alternativi  delle  fasce  costiere?  Si 

i   nevidenziano  nuove  conven enze  per  i  trasporti che  mettono  i   ombre  le  soluzioni  radicali ipotizzate all’origine? Si  ritiene  opportuna  una  verifica  “culturale”  prima  ancora  che  operativa  degli  assunti precedenti e quanto meno gli stessi dovrebbero essere oggetto di attenzione critica. Le  trasformazioni  connesse a  tali nuove  forme di  crescita urbana modificano  la  struttura di molte città del Mezzogiorno, recuperano antichi percorsi della memoria mediterranea, creano nuove mete: ne appaiono coinvolti, i tradizionali modelli insediativi del Mezzogiorno, lo stesso sistema  delle  connessioni  di  breve  e media  distanza  così  come  le  ipotesi  che  si  legano  alla costruzione delle piattaforme territoriali e logistiche. Il contributo che si propone di sviluppare per la Biennale delle città e degli Urbanisti d’Europa pone l’attenzione sulle trasformazioni che si stanno determinando nelle città del Mezzogiorno (ed  in  particolare  delle  sue  parti  più  meridionali);  in  particolare  si  vuole  evidenziare  la connessione non ancora sufficientemente approfondita fra la vision di tipo “trasportistico” di un  univoco  sistema  relazionale  europeo  e  il  contributo,  per  certi  versi  alternativo  ma comunque innovativo, che scaturisce per la riorganizzazione dei trasporti da politiche urbane   territoriali,  spesso ancora espressione di  esigenze  locali  e  non adeguatamente  coordinate, 

erti versi irreversibili. ema tuttavia importanti e pre c Looks beyond the bridge 

Coastal cities of Sicily and Calabria between the new waterfront and port facilities  For many years the South has been at the center of attention of the public opinion, the completion of the bridge over the Stretto di Messina, passing "resolution" of the connecting corridor between mainland Italy and the Sicily.That's the expression of a territorial vision of Europe based on building a network is essential for economic exchange and transport north‐south would also open a brand new relationship between continental Europe and the countries of the North African wing. That vision has largely overshadowed the one hand, the dynamics of the southern coastal city of our country is actually proposing, on the one hand, a projected growth of settlements on the seas that surround it (Tyrrhenian, Adriatic and Ionian) to which they are very diverse forms of expression and waterfront uses of multifarious coastline, on the other, a system of calls for a substantial internal mobility (for goods and people that do not underestimate the contribution from tourism‐related water) in the Mediterranean . In fact the "long wait" of the bridge, you are certain situations that are heavily penalizing the South in terms of production and the same quality of life of the people, but we are also witnessing the growth of short‐term initiatives aimed at reducing discomfort and create new forms of relationships. The emerging possibility of a different relationship with the sea that make the Eurocentric vision less effective?, You are determining alternative uses of coastal areas? We highlight new conveniences for transport solutions that bring shadows radicals assumed to origin? It is considered advisable to review the "cultural" before operating the assumptions above and at least the same should be the subject of critical attention. The changes related to these new forms of urban growth would change the structure of many cities in the South, Mediterranean recover ancient paths of memory, creating new destinations: they appear involved, the traditional settlement patterns in the South, the same system of connections of short and medium distance as well as assumptions that bind to the construction of local platforms and logistics. The contribution will develop for the Biennial of Towns and Town Planners in Europe focuses on the changes that are driving in the cities of the South (and especially its southern parts) in particular is to highlight the connection not yet sufficient depth between the vision‐type transport terms "a unique system of relationships and the European contribution, to some extent but still innovative alternative, which flows to the reorganization of transport from rban and territorial policies, more often an expression of local needs and not properly oordinated, but nevertheless substantial, pre somewhat irreversible.uc 

Biennale urbanisti ­ Workshop 2) La Pianificazione Integrata dei Corridoi Europei  Glances beyond the "bridge". Coastal cities of Sicily and Calabria between waterfront and new ports 

i  @libero.it

Giuseppe ImbesProf. of Urban & Regional Planning, Faculty of Engineering, Università di Roma La Sapienza, imbesi2   Antonella Sarlo 

lanning, Faculty of Architecture, Università Mediterranea di Reggio Calabria, Assist. Prof. of Urban Pasarlo@unirc.it  erdinando Trapani FAssoc. Prof. of Urban Planning, Faculty of Architecture, Università di Palermo, ferdinando.trapani@unipa.it   The view of the realization of the Strait of Messina bridge in the South, has been underlined by the public opinion for years, a "decisive" passage of the link corridor between peninsular Italy and Sicily. It  is  the  expression  of  a  territorial  vision  in  European  field,  based  on  the  construction  of  a network which is essential for economic exchanges and transports North‐South. It would also open a new relationship between continental Europe and the countries of north Africa. This vision has overshadowed, on the one hand, the dynamics of the southern coastal cities of our country; it’s going to project, on the one hand, a growth of development on the seas that surround it (Tyrrhenian, Adriatic and Ionian Sea) which are also very varied expression forms of waterfront and varied uses of the coastal strip, on the other hand, a system of approaches to  a  consistent  internal  mobility  (for  goods  and  people  which  is  not  to  underestimate  the contribution related to nautical tourism) in the Mediterranean basin. In fact in the "long awaited" of the bridge, situations have been strongly penalizing the South 

h o , tfor  bot   the  production  and  quality  of  life  of  p pulations   bu   there  is  also  a  growing  of economic initiatives which tend to reduce discomforts and create new forms of relationships. 

h  the  sea  emerging,  which  make  the Is  the  opportunity  for  a  different  relationship  witEurocentric visions less effective? Are alternative uses of the coastal bands going to be?  Are new conveniences  for  transport  that  shadows  the  radical  solutions  to  the hypothesized source going to highlight ? It  is  believed  appropriate  a  "cultural"  verification  which  is  thought  to  be  necessary  even before  the  previous  assumptions,  at  least  the  same  ones  should  be  the  subject  of  critical attention. Transformations  related  to  these new  forms of urban growth change  the structure of many cities  of  the  South;  they  recover  ancient  Mediterranean  memory  locations,  create  new destinations: they seem to be involved, the traditional patterns of settlements of the South, the 

 o  asame system of connections f short and medium distances s well as  the assumptions that bind to the construction of the territorial and logistical platforms. The  contribution  that  aims  to  develop  for  the  Biennale  of  cities  and  of  urban  planners  of Europe puts the focus on transformations that are causing in the cities of southern Italy (and in particular its southern parts); particularly the connection, not yet deeply studied, needs to be underlined  between the vision of "transport" of a unique European relational system and contribution,  to  some extent  innovative, which arises  for  the reorganization of  transport by urban  and  territorial  policies,  often  still  an  expression  of  local  needs  and  not  properly 

ed, but nevertheless important and irreversible ones. coordinatReferences 

Camera dei Deputati  (2010),  “L’Attuazione della Legge Obiettivo”,  in Documenti e ricerche n. 152,  5° Rapporto per la VIIIa Commissione ambiente, territorio e lavori pubblici, Roma. 

Commissione Europea (1992), Libro

Commissione Europea (2001), Libro Bianco – La politica europea dei trasporti fino al 2010: il momento 

 Bianco. Lo sviluppo futuro della politica comune dei trasporti. 

delle scelte. 

Commissione Europea (2004), Rete Transeuropea di Trasporti. Proposte Modificate degli orientamenti e regole finanziarie 2004. 

ea (2005), Trans­European Transport Network. TEN­T priorità axes and projects. Commissione Europ

Corriere  F.  (2006),  Il  ruolo  dei  sistemi  informativi  regionali  nell’adeguamento  delle  infrastrutture  di ilano. trasporto, Franco Angeli, M

European Commission (2006), ESPON project 3.2 Spatial Scenarios and Orientations  in relation to the ohesion Policy, Final Report Executiv , vol.1, Luxembourg.  ESDP andC e Summary

lino, Bologna. Maggi S. (2005), Storia dei trasporti in Italia, Il Mu

Ministero dell’Economia e delle Finanze (2004), Quadro Comunitario di Sostegno per le regioni italiane dell’Obiettivo  1  2000­2006.  Versione  aggiornata  a  seguito  della  revisione  di  metà  periodo, Dipartimento per le Politiche di Sviluppo. 

Ministero delle Infrastrutture e dei Trasporti, (2006), Piano per  la  logistica. Un programma di settore  del sistema Paese, Roma. per la competitività

MIITT‐Dicoter  (2005),  verso  il  disegno  strategico  nazionale:  il  contributo  del  Ministero  delle Infrastrutture e dei Trasporti. Dipartimento per il Coordinamento dello sviluppo e del territorio, Roma. 

Ministero  dello  Sviluppo  Economico  (2007),  Quadro  Strategico Nazionale  2007­2013,  Roma,  Marzo 2007. 

rogramma Operativo Regionale Sicilia 2007­2013, Palermo. Regione Siciliana (2007), P

Regione  Siciliana  (2003),  Piano  Regionale  dei  Trasporti  e  della Mobilità  –  Piano  Direttore.  Indirizzi strategici  ed  interventi  prioritari  del  sistema  di  trasporto  e  della  mobilità  generale  in  Sicilia, 

mo Comunicazioni e Trasporti – Dipartimento Trasporti e Comunicazioni. Assessorato Turis

Sviluppo Italia (2000), Le autostrade del mare. Principi ed indirizzi progettuali di riferimento. 

IX European Biennal of Towns and Towns Planners

Workshop: “WS2 Integrated planning of EU Transport Corridors”

Title: Integrated approaches to appraising port infrastructures

Authors: Isabella M. Lamia, Riccardo Roscellib

a Researcher; Politecnico di Torino; Facoltà di Architettura, DICAS, Corso Massimo

d’Azeglio 42, 10123 Torino, isabella.lami@polito.it, tel. 011.090.6456 b Full Professor; President of Siti; Siti, Via PierCarlo Boggio 61, Torino,

roscelli@siti.polito.it, tel. 011.1975.1501

a. Problematique.

Recent proposals for the construction of new transportation infrastructures in Italy reflect the

complexity of the topic and of the new importance assumed by these major works. A possible

path would be to talk less about “mitigating the impact” of the infrastructure, as any new

infrastructure inevitably modifies the surrounding area, and more about a “total project”, of its

“territorialisation” (Bertolini, 2001). Adopting this integral view of transport, observing the

relationship between economy, mobility, logistics, territorial configuration and well-being, the

concept of sustainability is extended. The three generally shared fundamental aspects of

sustainable economic, social and environmental development (Goodland, 2002, Curwell et al.,

2005) are accompanied by another two factors that reflect the institutional dimension and the

strategic role of governance: building consent through inclusive practices and integration of

inter-sector policies (Banister, 2005) The first aspect is linked to the generally acknowledged

need to involve the highest possible number of stakeholders in the territorial transformation

project so as to effectively promote sustainable development. Excluding certain stakeholders

makes it much more difficult to develop strategies for change, especially in the territorial

environment characterised by major long-term interventions that require complete cooperation

of all the parties involved. The second factor of governance, necessary to pursue sustainable

development, concerns cooperation within the institutions. In this way, sustainability is

interpreted as the ability to generate coherent decisions and to develop efficient policies for

coordinating public and private stakeholders in a fragmentary and uncertain universe (Offner,

1999, Bagnasco, Le Gales 1997).

b. Specific Subject

The papers aims to provide a contribution to the assessment of major transportation

infrastructures, in specific to the ports, investigating in particular various assessment methods

and providing new communication and participation instruments. On the one hand, ex ante

assessments, in which definition of the costs-benefits and cash flows of the transformation

scenario plays a major role in orienting not only policy makers but also public opinion, assume

particular importance, for obvious reasons, in this context of negotiation. The contribution of

evaluation disciplines has played and can still play a major role in this direction. On the other

hand, the contribution that can be provided by multi-criteria assessments, particularly in the

presence of complex problems that directly involve the various stakeholders, is stressed.

Literature and political decisions reveal an evident lack of an integrated assessment approach

about the effects for the country of transformation and upgrading of port nodes. Analyses in this

environment are mainly sector oriented: projections of the increase in the volume of TEU

handled; hypotheses regarding economic activities linked directly and indirectly to goods

transport activities; of the ability to attract other industrial companies; analysis of

environmental, town planning impacts and of logistic effects, etc.

To bridge this gap, the paper proposes to reduce reducing the distance between the results of

Discounted Cash-Flow Analysis and Multi-Criteria Analysis, from the point of view of the

governance. Both instruments seem to be complementary at the practical level: the first is a

common and formalized language, with a strong numerical component and intrinsically useful to

compare alternatives; the second is more understandable for decision-makers and in public

debates. This result is illustrated by an application to a project of transformation and expansion

of the Genoa container port, developed by Siti (SiTI is a non-profit association, set up by Turin

Polytechnic and Compagnia di San Paolo ) in cooperation with a group of Genoa shipping

operators. The idea is to create a “dry port” in Piedmont with a direct and continuous link with

the sea-side port infrastructure via an industrial tunnel complete with a new, fully-automated

rail link.

c. Conclusion

The result of the paper is the treatment in parallel of those two methods as decision-making and

decision sharing instruments, in particular in the field of territorial and infrastructural polices

for the port development. The thorough knowledge of the project for the Genoa container port

allows to apply the methodologies analyzed and, subsequently, it allows to develop a

methodological reflection on as to integrate different and potentially conflicting appraisal

approaches regarding the governance perspective.

d. Main References

Baccelli O., Ravasio M , Saracino G., 2007. Porti italiani - Strategie per l’autonomia finanziaria

e l’intermodalità. Il caso dei porti liguri, Egea, Milano

Bottero M., Lami I. M., Lombardi P., 2008. Analytic Network Process - Valutazione di scenari di

trasformazione urbana e territoriale, Alinea Firenze

Figueira J., Greco S., Ehrgott M., 2005. Multiple Criteria Decision Analysis, Springer, New York

Saaty R.W., 2003, Decision making in complex environments: The Analytic Hierarchy Process

(AHP) for decision making and The Analytic Network Process (ANP) for Decision Making with

Dependence and Feedback, RWS Publications, Pittsburgh.

IX BIENNALE delle Città e degli Urbanisti Europei

Genova, 14-17 Settembre 2011 Centro Congressi Magazzini del Cotone

Workshop: La Pianificazione integrata dei Corridoi Europei- Integrated Planning of EU Transport Corridors Autore: Francesca Moraci1, Professore Ordinario di Urbanistica, Phd, Università Mediterranea di Reggio Calabria; address: Università Mediterranea di Reggio Calabria Dipartimento di Scienze Ambientali e Territoriali –via Melissari Feo Di Vito 89100 Reggio Calabria e-mail: fmoraci@unirc.it; Titolo: Il Ponte sullo Stretto e le opere connesse: il Metaprogetto 2 Territoriale e Paesaggistico nello scenario di assetto dell’Area Vasta. Illustrazione di una esperienza in corso Profilo generale: La Pianificazione Integrata nell’ambito dello scenario di assetto dell’Area Vasta (Gioia Tauro/Melicucco-Milazzo) interessata dal Ponte sullo Stretto rappresenta l’occasione per la sperimentazione in corso nel caso dell’approccio integrato territorio/ambiente/paesaggio nei territori attraversati dal Ponte attraverso la redazione del Metaprogetto. L’occasione è emblematica per integrare il paradigma della competitività con quello della coesione territoriale attraverso la “territorializzazione delle infrastrutture” e di rilanciare la multilevel governance come metodo generalizzato per decidere sulla previsione e sulla realizzazione delle grandi infrastrutture e il loro rapporto transcalare con i territori corridoio. Descrizione dello studio: La parte metodologica riguarda l’approccio integrato territoriale e paesaggistico e la capacità di poter offrire le basi per organizzare una visione strategica comune ai territori attraversati dal Ponte. Questa visione che rappresenta il quadro delle coerenze territoriali può essere sviluppata sia a livello locale (comuni) che di area vasta (province e regioni) che di “link” (investimenti e transcalarità) e di corridoi (effetto strutturante lo spazio/territorio). Il “Metaprogetto territoriale e paesaggistico collegato al Ponte sullo Stretto di Messina” ha lo scopo di porsi come strumento di inquadramento generale e di indirizzo strategico dello sviluppo infrastrutturale e territoriale locale, in quanto inserisce il “progetto del ponte e delle opere connesse” nel quadro complessivo delle opere e delle opportunità che caratterizzano il contesto infrastrutturale, territoriale-paesaggistico e urbanistico locale di Città dello Stretto che di Area Vasta della Regione dello Stretto. L’esistenza sul territorio di progettualità e filosofie di sviluppo non coordinate o discordanti, rischia di non cogliere l’opportunità che il “progetto del ponte” nel suo complesso sistema di opere può generare come potenziale elemento di valorizzazione e volano di sviluppo per il territorio divenendo un elemento ordinatore delle conoscenze dei meccanismi in atto e di disegno urbano e territoriale sollecitando attenzione politica, di gestione ed integrazione progettuale e programmatica. Esso si configura pertanto come Metaprogetto o Master plan territoriale e paesaggistico nell’ambito della logica di pianificazione integrata (multilivello e multi settore) dei corridoi europei

1Francesca Moraci è componente del Comitato Scientifico e Consulente per l’urbanistica, pianificazione territoriale, paesaggistica e ambientale e per gli indirizzi al General Contractor, per la Parsons Transportation Group Inc. per il PMC-Project Management Consulting- del Ponte sullo Stretto , le opere connesse e le opere compensative. Per le proprie competenze ha definito la metodologia del Metaprogetto territoriale e paesaggistico del Ponte e redatto gli elaborati con il GdiL. 2 Lo studio è stato commissionato al PMC- Project Management Consulting- Parsons trans. Gr.- da Stretto di Messina.

che le grandi infrastrutture non solo per ragioni di coerenza ed economicità operano di fatto nell’assetto del territori che attraversano ma anche per ragioni di conoscenza del territorio, di consenso, di equità territoriale e stimolo della stessa governance e economia urbana e territoriale. Di cui la prima sicuramente nel dominio della città anche secondo la politica comunitaria per le aree urbane. Esso serve anche come strumento capace di generare empowerment nella società locale. L’esigenza del Metaprogetto nasce dalla necessità di garantire la coerenza funzionale e sistemica tra il progetto del Ponte e il quadro programmatico e delle trasformazioni in atto in cui si inserisce, delineando una visione di riferimento per lo sviluppo sinergico del sistema infrastrutturale e del contesto territoriale locale anche per le altre pianificazioni concomitanti (urbanistica, territoriale, paesaggistica, ambientale trasportistica). Esso rappresenta un aiuto alla decisione del governo del territorio da parte delle amministrazioni locali e degli ulteriori strumenti di governance urbana e territoriale individuata spesso da strumenti “volontari” e “scardinati” da procedure giuridico-normative e di “controllo” in termini tecnici e amministrativi. L’esempio più eclatante è rappresentato dai piani strategici per rendersi conto delle incoerenze di sistema di area vasta e di assenza di strategia su alcuni temi comuni, come appunto le infrastrutture di trasporto e la mobilità in un’area considerata gateway city. Area collocata nel corridoio 1 che può assumere al contempo il ruolo strategico di città che si colloca nella dimensione relazionale tra funzioni di livello locale e globali (interscalarità) definendo il proprio ruolo fondamentale nello spazio europeo. Il Metaprogetto al contempo, offre il controllo delle trasformazioni territoriali in un unico quadro sinergico delle relazioni ed interferenze (quadro ordinatore delle conoscenze e trasformazioni in atto e programmate) e ancor di più degli investimenti pubblici, in termini di impatto puntuale e strategico degli interventi progettuali e programmatici secondo la logica della sostenibilità ambientale, economica/sociale e tecnica amministrativa. Un modo per rappresentare e gestire la spazializzazione delle politiche pubbliche e locali in termini di riqualificazione urbana e territoriale, sviluppo e competitività. Conclusioni: Il Metaprogetto, rappresenta pertanto un piano di assetto strategico multilivello condiviso e con cui affrontare le singole politiche comunali e territoriali. E’ funzionale al sistema generale della governance. Sembra opportuno ricordare la logica della rete alla quale il MIT ed il sistema di “priorità delle priorità”, che tutte le opere infrastrutturali possono rivestire nell’Area dello Stretto, e non solo, ai fini dell’attuazione del Piano Strategico delle Infrastrutture in uno scenario di rivisitate reti TEN- T ed euro mediterraneo, ma anche come elemento/i di start up al processo locale di trasformazione urbana legata ai grandi eventi e/o grandi opere. Gli interventi infrastrutturali più importanti nel loro complesso dovranno pertanto essere coerenti con la strategia di corridoio, proprio per rafforzare ed attuarne il ruolo e garantire le corrette sinergie a livello territoriale locale; oltre che di efficacia rispetto agli investimenti erogati anche in termini di costi sociali e ambientali. E’ pertanto a livello locale e transazionale che deve essere verificata una “sorta” di doppio ambito di impatto del sistema–ponte (impatto puntuale-valutazione strategica) e di risposta all’investimento finanziario e sociale di tutte le opere connesse, anche se di tipo mitigativo compensativo attraverso criteri di funzionalità di corridoi, di ricadute di funzionalità urbana e dotazione di servizi alla popolazione ivi comprese le infrastrutture verdi. Tale attività può essere intesa come una co-progettazione strategica - con i territori interessati dalle trasformazioni che conseguono alla realizzazione del sistema di attraversamento stabile, la cui regia politica e tecnica resta affidata ai ministeri competenti ed enti locali. Ogni intervento (anche se richiesto dalla comunità locale) deve essere inteso quale potenziale effetto moltiplicatore ai fini del completamento dei “link” che il “progetto-sistema ponte” propone sia in termini paesaggistico-ambientali che territoriali. E’ proprio su questi links che Sicilia e Calabria devono proporsi come parte attiva per “usare il ponte” come occasione di nuovo assetto territoriale, infrastrutturale e di capacità di governo delle trasformazioni e di capacità di catturare interesse e flussi finanziari (flussi spaziali e aspaziali). Il Ponte pur supportato dal metaprogetto, non può supplire ad una carenza di pianificazione e progettualità locale di territorio, ma può diventare opportunità che definisca scelte importanti di rango urbano, come occasione di riqualificazione. Lo studio svela un quadro

complesso di territorio di area vasta, ben oltre il quadro programmatico degli Studi di Impatto Ambientale, ma ancor di più diventa uno strumento di controllo delle trasformazioni territoriali, degli impatti cumulativi (ambientali, paesaggistici e territoriali) e degli investimenti pubblici e pubblico-privati sia a livello statale che per gli enti locali. Una visione per una smart growth calibrata alla specifica realtà.

IX BIENNALE delle Città e degli Urbanisti Europei

Genova, 14-17 Settembre 2011 Centro Congressi Magazzini del Cotone

Workshop: Planning integrated European Corridors-Integrated Planning of EU Transport Corridors author: Francesco Moraci1, Professor of Urban Planning, PhD, University Mediterranea di Reggio Calabria; address: Università Mediterranea of Reggio Calabria Department of Environmental Sciences and Territorial- Melissari Feo di Vito 89100, Reggio Calabria. e-mail: fmoraci@unirc.it; Title: The Bridge on the Strait and associated works: the Metaproject2 territorial and the landscape planning in the scenario of the Wide Area. Illustration of an on-going experience. General overview: The integrated planning within the scenario set-up Wide Area (Gioia Tauro / Melicucco-Milazzo) crossed by the Strait of Messina Bridge is an opportunity for experimentation under way in the case of the integrated area/environment/landscape in areas crossed by the bridge through the drafting of Metaproject. The occasion is important to integrate the paradigm of competitiveness with that of territorial cohesion through the "regionalization of infrastructure" and to revive the multi-level governance as a generalized method to decide on the prediction and construction of major infrastructure and their relationship with the territories transcalare corridor. Study Details: The party regards the methodological approach to landscape and territorial integrity and the ability to provide the basis for organizing a common strategic vision for the areas crossed by the bridge. This vision is the framework of territorial coherence can be developed at local (municipalities) that large areas (provinces and regions) that the "link" (investment and transcalarity) and corridors (structuring effect of the space/area). The "Metaproject territorial and landscape related to the Strait of Messina Bridge" is intended to act as a tool for general overview and strategic infrastructure development and local area, as part of the "project of the bridge and associated works" under complexity of operations and opportunities that characterize the context of infrastructure, land and landscape and urban local Strait Town and Area Wide Strait Region.The existence in the territory of planning and development philosophy not coordinated or discordant, could not take the opportunity that the "bridge project" in the whole system works may generate as a potential element of improvement and development of the area becoming an element of the knowledge of the mechanisms in place and calling attention to urban design and spatial policy, management and integration of design and programming. It would thus Metaproject or regional master plan and landscape within the logic of an integrated planning (multi-level and multi sector) of the European corridors that large infrastructure not only for reasons of consistency and economy of work done in the setup of territories crossing but also for reasons of local knowledge, consensus, equity and regional governance and the same sense of urban and regional economy. The first of which, certainly in control of the city is also in accordance with the Community policy for urban areas. It also serves as a tool capable of generating local 1 Francesca Moraci is a member of the Scientific Committee and Consultant to the urban planning, landscape and environment and guidance of the General Contractor for the Parsons Transportation Group Inc. for the PMC-Project Management Consulting-the bridge on the Strait, the project and compensative project. For its own expertice, has defined the methodology of Metaproject territorial and landscape of the Bridge and the papers prepared by the GdiL. 2 The study was commissioned to PMC-Project Management Consulting-Parsons trans. Gr - by Stretto di Messina.

empowerment in society. Metaproject arises from the need to ensure consistency between the systemic and functional design of the bridge and the policy framework and the changes taking place in which it is inserted, outlining a vision for the development of synergistic system and infrastructure of the territory local for the other concurrent schedules (urban planning, landscape, environmental transport terms). It is an aid to the decision of the government of the territory by local governments and other instruments of urban and regional governance, often identified by such instruments as "volunteers" by legal and regulatory procedures and "control" in technical and administrative. The most striking example is represented by strategic plans to realize what the inconsistency of the system for large areas and lack of strategy on some common themes, as is the transport infrastructure and mobility in an area considered the gateway city. Area located in a corridor that can take on both the strategic role of cities lies in the relational functions between local and global (interscalarità) defining its role within Europe. The Metaproject offers control of territorial transformations in a single framework of synergistic relationships and interferences (context officer of knowledge and the changes underway and planned) and public investment, in terms of timely and strategic impact of project interventions and policy in accordance with the logic of environmental sustainability, economic/social and technical administration. One way to represent and manage the spatial and local public policies in terms of urban and territorial development and competitiveness. Conclusions: The Metaproject, is a multi-level shared strategic vision plan, for dealing with individual policies and municipal authorities. It is functional general system of governance. It seems appropriate to recall the logic of the network to which the MIT and the system of "priority of priorities" that all infrastructure projects can play in the Straits, and not only for the implementation of the Strategic Plan for Infrastructure in a scenario revised TEN-T and Euro Mediterranean, but also as an element s of local start up the process of urban transformation linked to the great events or great works. The most important infrastructure projects as a whole should therefore be consistent with the strategy of the corridor, just to strengthen and implement its role and ensure the correct local synergies at the regional level, as well as performance against the investment paid in terms of social costs and environment. Is therefore local transaction that is verified and a "sort" area of impact of double-deck system (impact on time-strategic assessment) and response to investment and financial capital of all the works connected, even if mitigated through compensatory types of functional corridors, impacts of urban functions and provision of community services including green infrastructure. This may be understood as a strategic co-design in the areas affected by the changes determined by the completion of the crossing system stable, whose direction is entrusted to the political and technical ministries and local authorities. Each intervention (even if requested by the local community) shall be construed as a potential multiplier effect for the completion of the "link" that the "project-bridge system" offers both in landscape and in environmental authorities. Is on these links Sicily and Calabria, which must make it an active part to "use the bridge as an opportunity for new land, infrastructure and capacity of government changes and ability to capture interest and cash flows (flows and spaceless space). The bridge, though supported by the meta-project, can’t compensate for a lack of planning and local planning of territory, but may become important opportunity to define choices of urban status, as an opportunity for redevelopment. The study reveals a complex picture of a vast area of territory, well beyond the policy framework of the Environmental Impact Studies, but even more it becomes an instrument of control of territorial changes, the cumulative impacts (environmental, landscape and regional) and public investment and public-private and state level for local authorities. A vision for a smart growth calibrated to the specific reality.

INU Genoa ECTP-CEU Biennale degli Urbanisti (Biennial of Towns and Town Planners of Europe) Genoa, 14-17 September 2011 Abstract Referring to the WS 2. “Integrated Planning of EU transport corridors” “The Integrated Planning Method” Point 4 Attilia Peano, architect, Full Professor in Urban and Territorial Planning, Politecnico di Torino, Via Lamarmora 41, 10128 Torino, attilia.peano@polito.it, peano@ingaramopeano.it, tel. +39011-503304; cell. +39335-1367394 . The Valley City Along the Turin-Lyons corridor 1. A territorial vision. This paper presents a feasibility study, commissioned by the Chamber of Commerce of Turin/Uniontrasporti* and carried out in several phases in 2008-2009, intended, according to the programme of the HS-HC Turin-Lyons major railway infrastructure, to verify the innovation potential that could be developed for the territory of the Lower Susa Valley, overcoming the current fragmentary nature of municipal planning to promote multi-level territorial, environmental and landscape requalification and valorisation projects. The study, entitled the Turin-Lyons Railway Line in the territory of the Lower Susa Valley. “From infrastructure to territorial work”, inverts the traditional view of the work as motivated by the functional, geo-economic and geo-political reasons with which local territories are forced to come to grips, considering the new infrastructure as an opportunity to construct new territory and new landscapes. This study design a continuity of settlements, environmental and landscape resources at local and territorial level. It was intended to be a cooperative contribution to the works of the Observatory and, subsequently, to the strategic plan for the Valley promoted by the Province of Turin. The paper provides a brief overview of only aspects concerning transformations of the territory tied to the infrastructure planned. According to the infrastructural project, the historic line, and the new line alongside this, will be moved underground thereby eliminating the surface barriers that have generated and would tend ever more to generate increasing fragmentation and division of the territory of all the towns crossed, severed by the railway: two State roads, the Frejus motorway that links Turin to France, the new HS-HC railway line. A hypothesis that had already reached an advanced stage ten years earlier in studies of the same Chamber of Commerce of Turin. Transformation scenarios of the territory of the entire Lower Susa Valley have been configured and communicated via automatic cartographies and “before and after” visual simulations involving the following aspects: -sustainable accessibility for the entire Valley and with the outside; -town planning and landscape reorganization; -development potential for the production fabric; -construction of territorial cultural and tourist networks; -construction of a continuous green corridor; -upgrading of local and Valley social services; -requalification and valorisation of real estate assets. 2. The territory today and the transformed territory A chain of small towns, from Buttigliera to Susa, affected by far-reaching physical and role transformations due to the disappearance of many traditional production activities, without stimulating new businesses, and general stagnation and or population decline. Moving the two railways lines underground would promote the formation of 40 KM of new landscape, a city of 48,000 inhabitants that could also be set up in stages. At local level: a new urban and green network radiates from the Valley corridor, stimulating transformation of the residential and production areas established by local plans.

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At territorial level: paths for fruition of the parks, natural resources and historic-cultural assets, inserted in a network extending from the Valley corridor and town. Overall result: territorial, environment and landscape reorganization and revamping of the transport facilities of the Valley City. The 700,000 sq. m of surface area that would be freed could dedicated in part to reorganizing or replacing a number of railway stations, integrated with public and service sector services, in part to new residential buildings with innovative housing models, contributing to cover the costs of surface reinstatement and partly, for almost 70%, to parks and gardens, services and roads able to reweave the urban fabric. Networks of paths for valorisation and fruition of the numerous existing resources have been configured for the entire lower Valley; transformation scenarios made possible by the Valley corridor have been drafted for the various towns, integrated with examples of new forms of residential design, services and production sites in the areas identified by local plans. The larger costs of the underground infrastructure can be balanced by public and private actions related to land use. 3. Reorganization of mobility In the current situation, integration of road and rail transport is characterised by various critical aspects. The market potential of the area of the Valley City and the Upper Valley may stimulate greater road-rail intermodality both for services intended to meet the demand for “labour and schools” and for tourist services. This would trigger transformation of the current railway line into a subway type service between Turin and the Valley and extension of the offer of road transport with additional facilities such as DRT services. Improved accessibility would contribute to enhancing the appeal of the area, attracting new businesses. 4. Conclusions The case study presented is intended to demonstrate how a major infrastructural work can become a resource for re-composition of the territory in town planning, environmental, landscape and economic terms, paving the way to new opportunities and improving attractiveness in order to stimulate local development. It also stresses that multi-sector and multi-level governance, which already has a major reference point in the Observatory, is essential to achieve these transformations. 5. References Peano A., Voghera A., 2007, “Research experiences for landscape valorisation in Piemonte Region”, in Fourth meeting of the Council of Europe Workshop for the implementation of the European Landscape Convention. Landscape and Society, Council of Europe, vol. vol. 83, pp. 261-268, Council of Europe Publishing, Strasbourg. Peano A., 2008, "Infrastructures for the Territory and the Landscape", in Pietro Giovanni Bocca (Editor), What Future for the Infrastructure? Innovation & Sustainable Development, pp. 243-257, ISBN: 978-88-555-2962-4, Pàtron Editore, Bologna. Peano A., Brunetta G., 2009, "Strategic environmental assessment of the Turin 2006 Olympic Winter Games", in Environmental Scientist, vol. 18 n°3, pp. 37-40, ISSN: 0966-8411. Peano A., 2010, "Ambiente, territorio, paesaggio”, in Urbanistica, Vol. 143, pp. 7-8, Inu Edizioni, Roma, ISSN: 0042-1022. *Contributors: Uniontrasporti general coordinator; Paolo Balistreri relations between transport and territory; Attilia Peano territorial landscape investigation, transformation scenarios.

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Infrastructure corridors, re-territorialization processes and territorial governance. The proposal for “infrastructure platforms” in Italy: cooperation networks and territorial conflicts. Workshop 2 – Major infrastructure networks Bruno Zanon Associate professor of Urban and Spatial Planning Dipartimento di Ingegneria Civile e Ambientale, Università degli Studi di Trento via Mesiano, 77 – 38122 Trento bruno.zanon@unitn.it The development of infrastructure networks is one of the main issues debated at the national and European levels. It cannot be treated in a sectoral way, because the infrastructure plays a crucial role in the construction of the territory, creating connections among places, activities and socio-economic systems. This means that a change in the configuration of the infrastructure (a “sociotechnical” construction has been defined: Graham and Marvin, 2001) modifies territorial relationships and systems, producing territorialization and re-territorialization processes. Also the politico-administrative systems are affected, because territory is a concept that relies on the one hand on the correspondence between space and government and, on the other, on the relationships among activities, functions and places. The change in the nature of connections due to technological innovations, new management responsibilities (less public, more private) and the need to connect different places in a diverse way, represents one of the faces of globalisation. Castells (1996) affirmed that we are living in a “space of flows” rather than in a “space of places” and the new projects can reinforce this trend, changing the nature and scale of the constituting relations of territories (Governa and Salone, 2004). The crucial issue concerns territorial governance, because large scale infrastructure projects interact with the ongoing “re-scaling process” (Brenner, 1999, 2004; Amin, 2002; Gualini, 2006) related to globalization and international integration processes (European Union, first of all), the emergence of regional politico-administrative levels as well as to a new role of market actors. The reorganisation of infrastructure networks imply also a shift from supply-side infrastructure provision models to demand-sensitive ones. The activation of a multiplicity of institutional and non-institutional actors (agencies, enterprises, etc.) responsible for the construction of the infrastructure and the management of services implies the displacement of competencies and responsibilities which were the raison d’etre of local authorities, traditionally related to a specific territory and to the provision – within a monopolistic regime – of services of public interest (Zanon, forthcoming). Places are therefore taking part in “multiple spatialities” (Amin, 2002), such as a regional administration, a river basin, a motorway influence area, an international co-operation network, etc., each managed by means of peculiar decisional and planning processes. In Italy, a recent experience has brought about an important methodological innovation, but with controversial results. The Italian Ministry of the Infrastructure has elaborated a proposal for new “strategic territorial platforms”, which may change traditional flows of goods and passengers. The proposals have been developed in order to integrate infrastructure networks planning with socio-economic and settlement systems within “territorial projects” oriented at supporting a polycentric urban development (MIT, 2005; Janin Rivolin, 2010; Fabbro & Mesolella, 2010). In particular, stronger connections among the “territories of identity” and the “competitiveness territories” are pursued, meanwhile better equipped “nodal territories” must provide stronger links with the European level. The proposed “platforms” interact with regional planning processes and development policies and highlight the changing approaches and practices as well as the competition among the different actors involved, both institutional and non institutional. The risk is that a “geography of territories”

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may be opposed to the “geography of networks” (Bobbio & Dansero, 2008), giving rise to conflicts on the projects proposed which are not easily managed by local and regional authorities. In fact, traditional socio-political systems are no longer coherent with the new plural dimensions of the “competing geographies” (Bobbio & Dansero, 2008). The long searched devolution of central state powers to regions towards a federal form of the state seems not to appropriately address the complexity of public goods production and services delivery, included the infrastructure networks planning and construction. The shift from a system of public powers strictly connected to territories (the different levels of the traditional state organization) to a market-oriented management of a number of public services, creates functional and territorial overlaps which cannot be appropriately managed simply by allocating exclusive powers to regions or regional states. The creation of agencies, the activation of companies (often with a private configuration and operating at different territorial levels), the use of market competition in order to select public service management companies, relate to the need to update traditional modes of public government but also to provide appropriate responses to new demands in the fields of services and infrastructure networks. Notwithstanding the innovative approach and the efforts done, the proposed “territorial platforms” seem to be based on weak territorial projects, leaving space to contradictory proposals at the regional and interregional levels. In particular, the platform metaphor has not stimulated a shared vision of the future of the territories involved (Fabbro & Mesolella, p. 26). The different infrastructure systems, not yet integrated in the “platforms”, take part in the production of the “polymorphic geographies” (Brenner, 2004) or “multiple spatialities” (Amin, 2002) that affect many European countries and regions. Moreover, the proposed platforms have not stopped the multiplication of proposals, which tend to produce “competing geographies”. Amin, A. (2002) Spatialities of globalisation, Environment and Planning A, 34, pp. 385-399. Bobbio, L. & Dansero, E. (2008) The TAV and the valle di Susa. Competing geographies, Torino,

Allemandi. Brenner, N. (1999) Globalisation as Reterritorialisation: The Re-scaling of Urban Governance in the

European Union, Urban Studies, 36(3), pp. 431-451. Brenner, N. (2001) The limits to scale? Methodological reflections on scalar structuration, Progress in

Human Geography, 25(4), pp. 591-614. Brenner, N. (2004) New State Spaces. Urban Governance and the Rescaling of Statehood, New York,

Oxford University Press. Castells, M. (1996) The rise of the network society, Blackwell, Oxford. Fabbro S. and Mesolella A., 2010, Multilevel Spatial Visions and Territorial Cohesion: Italian Regional

Planning between the TEN-T corridors, ESDP polycentrism and Governmental 'Strategic Platforms', Planning Practice and Research, 25(1), pp.25- 48.

Governa, F. and Salone, C. (2004) Territories in Action, Territories for Action: The Territorial Dimension of Italian Local Development Policies, International Journal of Urban and Regional Research, 28(4), pp. 796-818.

Graham, S. (2001) The city as sociotechnical process. Networked mobilities and urban inequalities, City, vol. 5 (3), pp. 339-349.

Gualini, E. (2006) The Rescaling of Governance in Europe: New Spatial and Institutional Rationales, European Planning Studies, 14(7), pp. 881-904.

Janin Rivolin, U. (2010) Spatial Units for EU Territorial Governance: Findings From a Study on North-Western Italy, European Planning Studies, vol. 18(2), pp. 299-316.

MIT (2005) Ministero delle Infrastrutture e dei Trasporti, Dipartimento per il Coordinamento dello Sviluppo del Territorio, il Personale ed i Servizi Generali, Verso il disegno strategico nazionale. Il contributo del Ministero delle infrastrutture e dei trasporti - Dipartimento per il Coordinamento dello Sviluppo del Territorio, il Personale ed i Servizi Generali – 2° rapporto, Roma, Ottobre 2005.

Zanon B., Infrastructure networks development, re-territorialization processes and multilevel territorial governance. A case study in Northern Italy, Planning Practice and Research, forthcoming.

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