Enrica Papa | University of Westminster (original) (raw)

Journal articles by Enrica Papa

Mapping of 15-minute City Practices Overview on strategies, policies and implementation in Europe and beyond, 2024

In 2020, Paris’ mayor Anne Hidalgo embarked on a visionary campaign, promising to transform Paris... more In 2020, Paris’ mayor Anne Hidalgo embarked on a visionary campaign, promising to transform Paris into a 15-minute City. Far from fading, interest in this transformative concept has only intensified. Numerous cities have since joined the mission, aspiring to achieve sustainable mobility, inclusive transportation, and the creation of climate-neutral urban landscapes. The number of 15-minute Cities is continuously growing, making existing overview studies quickly outdated. Consequently, there remains a notable gap in understanding the intricate global landscape of practical definitions, strategies, instruments, implementation experiences, as well as the needs and challenges in research and innovation associated with the 15-minute city concept and its related policy domains.

With its 15-minute City Transition Pathway, the European partnership Driving Urban Transitions to a Sustainable Future (DUT) aims to address this knowledge gap. One of the main goals is the creation of a 15-minute City Innovation Portfolio, which will pool knowledge on strategies, policies, and other aspects of implementing the 15-minute City concept. The portfolio is to be expanded by more than 10 examples each year from 2025 onwards.

The 15-minute City mapping activity, which results we present here, is an important starting point that provides an initial overview for the Innovation Portfolio and analytical methods for collecting international experiences, tools, and practices in the following phases of the roadmap for the 15-minute City Transition Pathway. With the results of this project, we will lay the foundation for the development of the Innovation Portfolio and thus move the discussion of the 15-minute City more towards concrete aspects of practical implementation.

This report is structured into two main sections. Chapter 2 presents the outcomes of the extensive international study of 15-minute City practices. We showcase cities that have already implemented or are currently in the process of adopting 15mC policies, illustrating the diversity of approaches taken in Europe and worldwide. Following this, Chapter 3 offers six in-depth case studies of European cities, offering a detailed analysis of practical implementations of the 15mC paradigm.

These ‘Deep Dives’ will not only provide a nuanced overview of the policies but also critically evaluate the strengths and weaknesses of their implementation, drawing from the firsthand experiences of the respective local planning practitioners. Finally, we present our findings into a summary of key learnings and offer policy recommendations for consideration in Chapter 4.

The Conversation, 2020

Dutch airline KLM recently launched a new advertising campaign called “Fly Responsibly”. Remarkab... more Dutch airline KLM recently launched a new advertising campaign called “Fly Responsibly”. Remarkably, it seems to encourage viewers to fly less. “Do you always have to meet face-to-face?”, the advert asks. “Could you take the train instead?”.
The influence of climate campaigner Greta Thunberg likely explains why airlines feel obliged to say these things. Flight shame – or “flygskam” – has gripped many regular flyers with a sense of unease about the aviation industry, which consumes five million barrels of oil a day and is predicted to account for around 22% of global carbon emissions by 2050.
European high-speed rail networks already offer an alternative to air traffic between European countries for distances shorter than 1,000 kilometres. For longer journeys, sleeper trains are becoming increasingly popular. These services run through the night and offer passengers a berth to sleep in. As more and more consumers question the ethics of their next flight, rail companies see an opportunity – and competition with airlines is heating up.
But can night trains help offset the international journeys that most people currently make by aeroplane?

Demographic ageing represents an essential challenge for local authorities and public transport p... more Demographic ageing represents an essential challenge for local authorities and public transport providers. Decision-makers should not ignore the speci c needs of this weak segment of the population and should implement appropriate policies. This paper develops a GIS-based method to analyse public transport accessibility of elderly people to support policies and planning strategies. To test the proposed method, we propose an application to the city of Naples in Italy. We selected this study case because it represents an example of high population density, complex urban structure and low level of quality of life, especially for the elderly. The application to the city of Naples showed that the urban accessibility changes dramatically for different age segments. Results also reveal patterns of public transport coverage that are signi cantly low particularly in suburban settings. The structure of this paper is organised into four sections: in the rst section, we introduce the main topic of mobility of elderly; in the second section, we describe and discuss the GIS-based method proposed; in the third section, we report on the application to the city of Naples; in the last section, we analyse the results and discuss future research developments.

The emergence of fully Automated Vehicles (AVs) is expected to occur in the next 10 to 30 years. ... more The emergence of fully Automated Vehicles (AVs) is expected to occur in the next 10 to 30 years. The uncertainties related to AVs pose a series of questions about what the societal consequences of such technology are. Mainly, what are the consequences of AVs regarding accessibility? This paper uses Geurs and Van Wee's definition of accessibility to give an exploratory answer to this question. Using a scenario-based approach which allows identifying critical decisions that will emerge shortly (or are already emerging) concerning automated travelling, this paper proposes that AVs have great potential to both seriously aggravate and considerably alleviate accessibility problems. A great deal will depend on how these critical decisions will be approached and the choices that will be made. This debate is most needed because existing research on AVs tends to focus on how to make them a commercially viable and safe technological enterprise, and on what their benefits and drawbacks are regarding variables such as carbon emissions, energy consumption, and total miles travelled. Narratives of this nature can be problematic, as they are unlikely to promote sufficient awareness about the real disruptive potential of AVs. It is crucial that stakeholders realise the extent to which—if the governance of AVs implementation processes is not taken very seriously, and the identified critical decisions are not carefully approached—these machines can materialise a dystopian mobility future.

Many planning support tools have recently been developed aimed at measuring and modelling accessi... more Many planning support tools have recently been developed aimed at measuring and modelling accessibility (Accessibility Instrument or AI). The main difficulty for tool developers is designing an AI that is at the same time technically rigorous and usable in practice. Measuring accessibility is indeed a complex task, and AI outputs are difficult to communicate to target end-users, in particular, because these users are professionals from several disciplines with different languages and areas of expertise, such as urban geographers, spatial planners, transport planners, and budgeting professionals. In addition to this, AI developers seem to have little awareness of the needs of AI end-users, which in turn tend to have limited ability for using these tools. Against this complex background, our research focuses on the viewpoint of AI developers, with two aims: (1) to provide insights into how AI developers perceive their tools and (2) to understand how their perceptions might change after testing their AI with end-users. With this in mind, an analysis of 15 case studies was performed: groups of end-users tested different AI in structured workshops. Before and after the workshops, two questionnaires explored the AI developers' perceptions on the tools and their usability. The paper demonstrates that the workshops with end-users were critical for developers to appreciate the importance of specific characteristics the tool should have, namely practical relevance, flexibility, and ease of use. The study provides evidence that AI developers were prone to change their perceptions about AI after interacting directly with end-users.

Accessibility concepts are increasingly acknowledged as fundamental to understand cities and urba... more Accessibility concepts are increasingly acknowledged as fundamental to understand cities and urban regions. Accordingly, accessibility instruments have been recognised as valuable support tools for land-use and transport planning. However, despite the relatively large number of instruments available in the literature, they are not widely used in planning practice.

This paper aims to explore why accessibility instruments are not widely used in planning practice. To this end we focus our research on perceived user-friendliness and usefulness of accessibility instruments. First, we surveyed a number of instrument developers, providing an overview on the characteristics of accessibility instruments available and on developers’ perceptions of their user-friendliness in planning practice. Second, we brought together developers and planning practitioners in a number of local workshops across Europe and Australia, where participants were asked to use insights provided by accessibility instruments for the development of planning strategies.

We found that most practitioners are convinced of the usefulness of accessibility instruments in planning practice, as they generate new and relevant insights for planners. Findings suggest that not only user-friendliness problems, but mainly organizational barriers and lack of institutionalization of accessibility instruments, are the main causes of the implementation gap. Thus user-friendliness improvement may provide limited contributions to the successful implementation of accessibility concepts in planning practice. In fact, there seems to be more to gain from active and continued engagement of instrument developers with planning practitioners and from the institutionalization of accessibility planning.

This study investigates how urban form is related to accessibility. In particular, it explores th... more This study investigates how urban form is related to accessibility. In particular, it explores the relationship between Transit-Oriented Development (TOD) and rail-based accessibility in a metropolitan area. The following overarching questions are addressed: Does a TOD-informed urban spatial structure correlate with high rail based accessibility? Which features of TOD are correlated to rail-based accessibility? These questions are answered through a comparative analysis of six metropolitan areas in Europe. The “TOD degree”, operationalized as the extent to which urban development is concentrated along rail corridors and stations, is correlated with a cumulative opportunity measure of rail-based accessibility to jobs and inhabitants.

The comparison demonstrates that rail-based accessibility is higher in urban areas where inhabitants and jobs are more concentrated around the railway network and in lesser measure in urban areas with higher values of network connectivity. No correlation is found between rail-based accessibility and average densities of inhabitants and jobs

The paper presents the ‘Marginal Activity Access Cost’, an accessibility indicator providing esti... more The paper presents the ‘Marginal Activity Access Cost’, an accessibility indicator providing estimation in monetary terms of the impacts on mobility and on the environment of locating a single new activity in a specific zone of the urban area. In the first part of this paper, the new indicator is presented and compared to other accessibility indicators proposed in literature. In the second part, the MAAC is validated through an application to the urban area of Rome. The paper concludes with brief remarks on using the proposed accessibility indicator as index of performance for sustainable spatial planning.

Tema. Journal of Land Use, Mobility and Environment, 2011

L'articolo descrive il progetto di mobilità sostenibile che integra la riqualificazione ambiental... more L'articolo descrive il progetto di mobilità sostenibile che integra la riqualificazione ambientale di un tratto del fiume Solofrana nella Provincia di Salerno, la riqualificazione di sette stazioni locali della linea ferroviaria Mercato San Severino–Nocera Inferiore con la realizzazione di un percorso ciclabile per la fruizione del territorio naturale. L'pproccio di fondo della proposta progettuale è quella di integrare i temi della mobilità. sostenibile con quelli del recupero ambientale, andando ad intervenire in un territorio ad elevata criticità: i ...

Energies, 2015

Energy saving, reduction of greenhouse gasses and increased use of renewables are key policies to... more Energy saving, reduction of greenhouse gasses and increased use of renewables are key policies to achieve the European 2020 targets. In particular, distributed renewable energy sources, integrated with spatial planning, require novel methods to optimise supply and demand. In contrast with large scale wind turbines, small and medium wind turbines (SMWTs) have a less extensive impact on the use of space and the power system, nevertheless, a significant spatial footprint is still present and the need for good spatial planning is a necessity. To optimise the location of SMWTs, detailed knowledge of the spatial distribution of the average wind speed is essential, hence, in this article, wind measurements and roughness maps were used to create a reliable annual mean wind speed map of Flanders at 10 m above the Earth's surface. Via roughness transformation, the surface wind speed measurements were converted into meso-and macroscale wind data. The data were further processed by using seven different spatial interpolation methods in order to develop regional wind resource maps. Based on statistical analysis, it was found that the transformation into mesoscale wind, in combination with Simple Kriging, was the most adequate method to create reliable maps for decision-making on optimal production sites for SMWTs in Flanders (Belgium). OPEN ACCESS Energies 2015, 8 8683

Mapping of 15-minute City Practices Overview on strategies, policies and implementation in Europe and beyond, 2024

The Conversation, 2020

Tema. Journal of Land Use, Mobility and Environment, 2011

Energies, 2015

Designing Accessibility Instruments. Lessons on Their Usability for Integrated Land Use and Transport Planning Practices, 2019

Designing Acccessibility Instruments. Lessons on Their Usability for Integrated Land Use and transport Planning Practices, 2019

This chapter provides insights on a set of Accessibility Instruments (AIs) developed in Europe ex... more This chapter provides insights on a set of Accessibility Instruments (AIs) developed in Europe exploring their general characteristics an the developers´ perceptions of their usability

Il contributo fornisce un approfondimento sul significato, la misura e l’applicazione dell’access... more Il contributo fornisce un approfondimento sul significato, la misura e
l’applicazione dell’accessibilità nell’ambito del governo delle trasformazioni urbane e territoriali. In particolare, affermando la necessità di considerare l’accessibilità come uno degli obiettivi prioritari delle attività di governo del territorio, il capitolo propone (i) una rassegna dei principali indicatori utilizzati per misurare l’accessibilità; (ii) una selezione di strumenti di supporto alle decisioni imperniati sull’utilizzo di indicatori di accessibilità; (iii) alcune
riflessioni conclusive sugli ostacoli tecnici ed istituzionali che limitano
l’applicazione delle misure di accessibilità nella pratica, proponendo strategie e linee di azione per superare queste difficoltà.

Electa Napoli, 2010

a cura di Rocco Papa NAPOLI 2011 CITTÀ IN TRASFORMAZIONE NAPOLI 2011 2 VOLUME 1 0 1. La città sto... more a cura di Rocco Papa NAPOLI 2011 CITTÀ IN TRASFORMAZIONE NAPOLI 2011 2 VOLUME 1 0 1. La città storica La memoria per il futuro della città 0 2. La periferia urbana Nuove centralità per la rivitalizzazione e lo sviluppo 0 3. La città e il mare I luoghi ritrovati VOLUME 2 0 4. Le aree industriali dismesse Una occasione di sviluppo competitivo 0 5. Il sistema della mobilità La «cura del ferro» 0 6. La città dei 'beni comuni' Il sistema delle dotazioni urbane 0 7. Le fabbriche della conoscenza Una rete per lo sviluppo 0 8. Il Real Albergo dei Poveri

Transport Interaction Models – The Transpace Model, 2016

In transport geography, the key role of freight traffic has often been unnoticed. On the other ha... more In transport geography, the key role of freight traffic has often been unnoticed. On the other hand, studies of freight mobility traditionally focus only on restocking flows and neglect the linkage with shopping activities, ignoring in this way the impact that freight flows have on location of freight facilities (e.g. warehouses, distribution centres) and shops, and on end consumer’s shopping choices.
Starting from these considerations, the paper presents a method to simulate and assess spatial scenarios able to optimize city sustainability and meet the interests of end-consumers and freight operators. In particular, the paper provides insights on the interrelations among the distribution of freight facilities, shopping mobility and location of freight facilities by presenting a system of simulation models. The results of an application of this method to a test site are also reported and discussed.

Abstract La finalità del lavoro proposto consiste nel dimostrare la necessità di nuove forme di i... more Abstract La finalità del lavoro proposto consiste nel dimostrare la necessità di nuove forme di intervento per il governo integrato del sistema trasporto su ferro–territorio. Partendo da questa ipotesi il lavoro si propone come obiettivi la definizione uno strumento conoscitivo in grado di interpretare in maniera unitaria il comportamento del sistema integrato trasporto su ferro-territorio e la definizione di strategie integrate per il governo delle trasformazioni nelle aree delle stazioni metropolitane in ambito urbano. La sostanziale differenza rilevabile tra ...

The transport sector is at the start of a period of major change: new technologies, products and ... more The transport sector is at the start of a period of major change: new technologies, products and services are fundamentally changing mobility users and providers’ expectations and opportunities, causing significant changes to transport
systems in cities. To refer to these changed conditions, a common term used is the “smart mobility”, which has become something of a buzz phrase in the planning and transport fields in the last decade (Campbell, 2013; Hollands, 2014; Jennings, 2010; Murgante and Borruso, 2013). It can be defined in line with the following realities: rise of the sharing economy, access over ownership, mobility services on-demand, the convergence of modes and types of transport, the blurring of the boundaries between public and private transport, the arrival of new entrants challenging the market and regulators to respond to a new world (Allwinkle and Cruickshank, 2011).
These modifications are reflected on both the transport demand and supply sides reshaping transport systems and fundamentally changing customers’ expectations.
On the supply side a system of new actors are entering the mobility system, which is seen as a business. New actors include multinational firms in the information and communication technology (ict) sector applied to the transport sector, such as ibm, Cisco, Siemens have engaged in urban mobility initiatives conducted under the banner of the smart city, usually with the active support of the state and local administrations, but also novel entrepreneurial communities and innovative start-up firms (Rossi, 2015). On the demand side, citizens require much greater flexibility in line with the wider social trends around part-time working, working from home and more flexible journey choices. Moreover, due to new ways of working, such as remote work and virtual meetings, work-related mobility and its reliance of the office hours
decrease. From more fixed mobility patterns (e.g. car ownership or long-term season tickets), we now see a trend towards the provision of access to mobility opportunities and the emergence of the sharing economy bringing a new mind-set to mobility users’ expectations. The increasing diversity among travel modes, modern lifestyle is featured by increasingly multifaceted mobility means that destinations travel hours and reasons for moving varies.

Obiettivo dello studio è l'esame delle relazioni esistenti tra il numero di accessi alle stazioni... more Obiettivo dello studio è l'esame delle relazioni esistenti tra il numero di accessi alle stazioni della metropolitana e le caratteristiche di uso del suolo di ciascuna area di influenza. A questo scopo è stata implementata un'analisi di regressione lineare multipla, utilizzando come variabile indipendente il numero di viaggiatori in ingresso alle stazioni e come variabili dipendenti le caratteristiche socio-economiche e di uso del suolo delle aree urbane che circondano le stazioni. L'utilizzo di tecniche GIS ha permesso la costruzione del database e la visualizzazione su mappe tematiche dei risultati. In sintesi dallo studio emerge che il flusso di passeggeri è influenzato in misura prevalente dall'indice di connessione nelle aree centrali, dalla densità di addetti nelle aree periferiche e dalla densità residenziale e dal mix funzionale nelle aree di stazione suburbane. I risultati di questo studio possono contribuire al processo decisionale ed alla definizione di strategie di Transit Oriented Development al fine di incrementare l'utilizzo della rete su ferro o viceversa possono essere utilizzati per la valutazione di pratiche di uso del suolo. .

Il lavoro presentato nel seguito si inserisce nel dibattito internazionale sul ruolo del GIS Temp... more Il lavoro presentato nel seguito si inserisce nel dibattito internazionale sul ruolo del GIS Temporale (TGIS) come strumento di supporto al governo delle trasformazioni urbane. Il TGIS, integrando dati spaziali con dati temporali permette l’archiviazione, l’interrogazione e la rappresentazione di informazioni “dinamiche”. Per questo motivo può svolgere il ruolo di strumento di supporto al governo dei processi di trasformazione dei sistemi urbani. In particolare questo lavoro si pone l’obiettivo della definizione del TGIS per la gestione della trasformazione delle aree dismesse e della programmazione temporale degli interventi necessari alla riqualificazione delle grandi aree ex-industriali urbane. Il lavoro fornisce quindi una procedura per la messa a punto di un TGIS come strumento di ottimizzazione delle risorse, di monitoraggio e regolazione delle attività di trasformazione delle aree dismesse. Il paper descrive la struttura del TGIS, le caratteristiche del database e la procedura di aggiornamento dei dati. Infine è proposta una applicazione della procedura messa a punto al caso studio dell’area dismessa di Bagnoli della città di Napoli, definendo uno strumento TGIS- Piano di Intervento che mette a sistema i due diversi processi per la trasformazione dell’area: la bonifica dei suoli e la trasformazione urbanistica. In questo senso offre un modello flessibile per la gestione e il controllo in temporeale del processo di trasformazione.

Il Piano Strategico di area vasta Metropoli Terra di Bari, in linea con le “Linee Guida per la Pi... more Il Piano Strategico di area vasta Metropoli Terra di Bari, in linea con le “Linee Guida per la Pianificazione Strategica di Area Vasta” (Regione Puglia, 2007), aderisce ai modelli organizzativi diffusi in letteratura di pianificazione strategica, pur introducendo innovazioni rilevanti rispetto alle altre esperienze nazionali e internazionali di pianificazione tra cui l’allineamento degli orizzonti del Piano alla programmazione comunitaria 2007-2013 e l’istituzione di numerosi attori decisionali. L’articolo, partendo da queste premesse descrive il processo di pianificazione strategica nel caso di studio dell’area metropolitana barese, evidenziando il ruolo della politica nei processi decisionali del piano ed i punti di forza e di debolezza di un così complesso strumento.

Procedia - Social and Behavioral Sciences, 2014

Studies of urban freight mobility traditionally focused only on restocking flows and usually negl... more Studies of urban freight mobility traditionally focused only on restocking flows and usually neglected the linkage with shopping activities even if end consumer's choices in relation to the type of retail undoubtedly impact on freight distribution flows. The paper focuses on the distribution of urban freight facilities, the choices of type of retail and the travel mode used and some models for simulating the choice of retail outlet and the transport mode are presented. The models, jointly with urban freight demand models were used to assess the effects of some land-use scenarios and to define optimal spatial distribution of urban freight facilities able to improve city sustainability and to meet the interests of end consumers, freight operators and society. The results of an application of this method to a test site are also reported and discussed.

ABSTRACT The paper fits into the general themes of land use - transport planning (Nuzzolo and Cop... more ABSTRACT The paper fits into the general themes of land use - transport planning (Nuzzolo and Coppola, 2008a and 2008b) and accessibility (Geurs and van Wee 2004) in urban areas. It's widely recognized in academia the need for integration between mobility and land use policies in accordance with the objectives of environmental sustainability and quality of life in urban areas (Nuzzolo and Coppola, 2007; te Brömmelstroet and Bertolini, 2011). Furthermore, in recent years travel behaviours are changing in urban areas due to the increase in oil prices, the recession of Western economies, the resulting lack of financial resources for public transport subsidies. For this reasons, technicians and scientists are trying to find solutions in the short and long term to make existing transport system more efficient. In this sense the search for integrated solutions including systems engineering, transport and urban planning is a priority not only in the scientific debate but also in the operative field. Despite an extensive literature on the land use-transport interaction has been produced, simple tools for land - use transport integrated planning are not as much used; in particular tools that can support the choices of location of new activities in the definition of urban or regional plans are not widely applied (Hull et al. 2012). According to this premise, the goal of the work is to develop a tool to support the choices of activities location, which is based on accessibility and transport costs indicators. Assuming that one of the goal of integrated land use – transport planning is the minimization of generalized transportation costs (Nuzzolo and Coppola, 2010), in compliance with the objectives of environmental sustainability and quality of life, the tool computes the “access cost” of activities, providing an estimation in monetary terms of the advantages and disadvantages of locating an activity in a particular zone of the urban area; the tool provides

Neither the COST Office nor any person acting on its behalf is responsible for the use which migh... more Neither the COST Office nor any person acting on its behalf is responsible for the use which might be made of the information contained in this publication. The COST Office is not responsible for the external websites referred to in this publication.

Rail transport investments can influence housing market trends, as demonstrated in the literature... more Rail transport investments can influence housing market trends, as demonstrated in the literature. However many empirical researches highlight that different results can derive from different urban context applications and that each case should be threaten separately. It is for this reason that this paper is focused on the single case of the city of Naples, where many rail transport investments have been carried out in the last decades. The aim of this study is to give an interpretation of the housing values changes due to the opening of new metro stations. This study applies GIS tools in order to show the spatial distribution and the intensity of rail impacts in different areas of the urban system from 1994 to 2004. This study shows that the extent of the impacts varies from place to place and the effects intensity requires the presence of several complementary factors such as central location of the new stations and the presence of urban planning policies in the transit corridors. This again testifies how housing market is strictly related to the infrastructures investments planning and urban design.

Transport systems have always played an important role in cites evolution and transformation [1; ... more Transport systems have always played an important role in cites evolution and transformation [1; 2; 3]. In last decades many metropolitan areas have carried out integrated planning practices between urban housing design and transit infrastructures. This paper has the aim of analyzing four best- practices in Europe, where transit infrastructure construction represented occasions for housing renewal and development projects: new transit stations and new tram lines were strategic element for real estate development in Helsinki, housing rehabilitation in Naples, district renwal in Grenoble and urban transformation in Lyon. Furthermore the study proposes a comparative analyses highlighting strength and weakness points and the results of each project.

Il lavoro proposto ha l’obiettivo di evidenziare punti di forza e di debolezza delle diverse prat... more Il lavoro proposto ha l’obiettivo di evidenziare punti di forza e di debolezza delle diverse pratiche di
pianificazione integrata trasporto-territorio, attraverso l’analisi comparativa di casi in diversi contesti
urbani. In particolare lo studio si compone di due parti: nella prima vengono riportati i risultati di uno
studio di esperienze di pianificazione integrata trasporti pubblici - territorio in diversi contesti
internazionali e a tre diverse scale territoriali (l’area vasta, la scala metropolitana e un piccolo centro
urbano) mettendo in evidenza gli strumenti di pianificazione, i soggetti coinvolti nella trasformazione
ed i risultati. Nella seconda parte si propone un approfondimento al caso di Napoli dove si sta
portando avanti uno dei più ambiziosi progetti di riorganizzazione dell’intero sistema di trasporto
urbano (Cascetta, 2001). Il caso della città di Napoli costituisce infatti un esempio per le pratiche di
integrazione tra programmazione e realizzazione del trasporto pubblico ed interventi di
riqualificazione e trasformazione urbana. In particolare lo studio si focalizza su tre diversi esempi di
progettazione integrata in cui la costruzione di nuove stazioni della metropolitana diventa occasione di
riqualificazione della città storica, trasformazione di aree dimesse e rigenerazione delle periferie.

The paper fits into the general themes of land use - transport planning (Nuzzolo and Coppola, 200... more The paper fits into the general themes of land use - transport planning (Nuzzolo and Coppola, 2008a and 2008b) and accessibility (Geurs and van Wee 2004) in urban areas. It's widely recognized in academia the need for integration between mobility and land use policies in accordance with the objectives of environmental sustainability and quality of life in urban areas (Nuzzolo and Coppola, 2007; te Brömmelstroet and Bertolini, 2011). Furthermore, in recent years travel behaviours are changing in urban areas due to the increase in oil prices, the recession of Western economies, the resulting lack of financial resources for public transport subsidies. For this reasons, technicians and scientists are trying to find solutions in the short and long term to make existing transport system more efficient. In this sense the search for integrated solutions including systems engineering, transport and urban planning is a priority not only in the scientific debate but also in the operative field. Despite an extensive literature on the land use-transport interaction has been produced, simple tools for land - use transport integrated planning are not as much used; in particular tools that can support the choices of location of new activities in the definition of urban or regional plans are not widely applied (Hull et al. 2012).

It is widely accepted that a connection exists between the shape, size and density of an urban ar... more It is widely accepted that a connection exists between the shape, size and density of an urban area and its sustainability. However, consensus is lacking about the extent and characteristics of this relationship. Certain urban forms appear to be more sustainable in some respects, for example in reducing travel, but unfavourable in other aspects, as the environmental quality or social inequalities; furthermore, some forms may be sustainable locally, but not at the city wide scale (Burton et al. 2013). A number of empirical studies dealing with the influence of urban form on sustainability has not been conclusive and comes out with mixed outcomes. In order to provide empirical insights to this debate, this study investigates the relation between urban form and sustainability in terms of economic, social and environmental characteristics of the transport-land use integrated system, by comparing three different urban forms: compact, TOD and sprawl. The main research question is: does urban form, in terms of density and distribution of activities, impact the sustainability levels of urban areas? To give an answer to this question, the paper proposes a methodology for assessing urban forms, based on a system of Land-Use and Transport Interactions (LUTI) models. This has been designed and applied able to simulate the behaviour of both dwellers and transport users and how they react to changing conditions. A system of indicators has been then set up to systematically test and compare three urban scenarios, which differ in terms of density and distribution of activities and to assess to what extent different urban structures achieve or not sustainability in terms of economic, environmental and social impacts. More details are provided in the methodological section.
This study presents some innovations points with regard to the existing literature. First, while already existing studies mainly focus of the assessment on a single urban form (with the exception of some more recent studies, (Echenique et al., 2012), in this study we compare three urban structures.
An additional difference with present literature is that most studies focus on small scale and local factors influencing travel behaviour and its consequence on sustainability level, while in this research we analyse the interaction between urban form and sustainable travel behaviour at the city wide scale.
Finally, another novelty regards a specific application of utility based models, which are usually used for simulate the LUT system performance in terms of transport network speed or congestion. In this study we instead integrate them in a scenario analysis and in particular addressing sustainability and equity issues as managing the side effects of growth such as sprawl, congestion, housing affordability, pollution, energy consumption and loss of open spaces.
In this way, we do not examine the effect of urban form only by parameter of travel (distance, time, frequency), but we propose a more complete sustainability assessments. Nevertheless, it is important to stress that in this study we do not take into account health and well-being aspects of sustainability, putting this focus off at future steps of the research.
The paper is organized as follows. In Section 2 we refer to the existing literature and to the debate on the relations between urban form and sustainability. Section 3 describes the research design and in particular the system of models and the assessment indicators system. In Section 4 we discuss the results of the application to the empirical case study of Rome. Conclusions are drawn in Section 5.

While a substantial body of literature exists on the theoretical definitions and measures of acce... more While a substantial body of literature exists on the theoretical definitions and measures of accessibility, the extent to which such measures are applied into practice to assess project alternatives is less frequent (Geurs and Van Wee, 2004). Recent studies affirm that one of the main barriers to the usability of accessibility measure is the lack of visualisation quality and mapping tool for accessibility representation (te Brömmelstroet et al, 2014), while visualisation tools are commonly recognised as the most effective methodology to facilitate knowledge sharing, particularly in those processes involving public stakeholders and non-experts with different expertise. Starting form this consideration, this paper presents an application of the Interactive Visualisation Tool, named InViTo (Pensa and Masala, 2014a; 2014b; Pensa, et al., 2014; Pensa, Masala and Lami, 2013; Pensa, Masala and Marina, 2013) able to generate maps of the level of perceived accessibility (i.e. “desirability”) of different urban areas. Desirability is here computed as the perceived level of access to different urban items as transport supply (metro and rail stations, public transport stops, parking) and urban activities such as hospitals, schools, museums. In this respect, the concept of desirability encompasses a measure of accessibility to several urban facilities, and the perception that residents of the study area have of such facilities. The InViTo tool allows to build up maps of desirability interactively, by making selection of the chosen items and by giving differential weights to each items. This makes the tools powerful and very useful particularly when discussing and showing analysis results to stakeholders, who could have the opportunity to see in real time the results of different scenario alternatives and assumptions.
In the paper two applications are presented. The first one to the empirical case study of Rome, presents the steps to undertake in order to apply the tool: from data gathering, maps coding, and results representation. The second application aims at exploring the potential usability of the tool in engaging public stakeholders into the assessment of different urban development options. Furthermore, the results of a workshop held in Turin, in which public and private stakeholders were interactively involved, are discussed.
The paper is organised as follows. In section 2, an overview of the InViTo tool is given with a focus on its applicability formeasuring accessibility. In section 3 the results of the two InViTo applications are discussed. Conclusions are drawn in section 4, with an outlook to undergoing research issues.

The concept of the “smart mobility” has become something of a buzz phrase in the planning and tra... more The concept of the “smart mobility” has become something of a buzz phrase in the planning and transport
fields in the last decade. After a fervent first phase in which information technology and digital data were
considered the answer for making mobility more efficient, more attractive and for increasing the quality of
travel, some disappointing has grown around this concept: the distance between the
visionarypotentialthatsmartness is providingis too far from the reality of urban mobility in cities. We argue in
particular that two main aspects of smart mobility should be eluded: the first refers to the merely application
to technology on mobility system, what we called the techo-centric aspect; the second feature is the
consumer-centric aspect of smart mobility, that consider transport users only as potential consumers of a
service.
Starting from this, the study critics the smart mobility approach and applications and argues on a“smarter
mobility” approach, in which technologies are only oneaspects of a more complex system. With a view on
the urgency of looking beyond technology and beyond consumer-oriented solutions, the study arguments the
need for a cross-disciplinary and a more collaborative approach that could supports transition towards
a“smarter mobility” for enhancing the quality of life and the development ofvibrant cities. The article does
not intend to produce a radical critique of the smart mobility concept,denying a priori its utility. Our
perspectiveisthat the smart mobility is sometimes used as an evocativeslogan lacking some fundamental
connection with other central aspect of mobility planning and governance.
Main research questions are: what is missing in the technology-oriented or in the consumers-oriented smart
mobility approach? What are the main risks behind these approaches? To answer this questions the paper
provides in Section 2 the rationale behind the paper;Section 3 provides a literature review that explores the
evolution on smart mobility paradigm in the last decades analysing in details the “techno-centric”and the
“consumer-centric” aspects. Section 4proposes an integrated innovative approach for smart mobility,
providing examples and some innovative best practices in Belgium. Some conclusions are finally drawn in
Section 5, based on the role of smart mobility to create not only virtual platforms but high quality urban
places.

In the academic debate regarding the influences between urban form, built environment and travel ... more In the academic debate regarding the influences between urban form, built environment and travel patterns, a specific idea that has taken hold is that more compact urban development around railway stations, often referred to as Transit Oriented Development (TOD), contributes to the control of vehicle travel and to more sustainable metropolitan systems. According to this general principle this work proposes a GIS accessibility tool for the design of polycentric transit oriented scenario: SNAP -Station Network Accessibility Planning tool. In the first part the state of the art on Transit Oriented Development policies in Europe is presented with a focus on three study cases. In the second part the SNAP tool is described, with remarks to the approach, the methodology and the used indicators. Furthermore the paper discusses an application to the metropolitan area of Naples.

The paper starts from the concern that while there is a large body of literature focusing on the ... more The paper starts from the concern that while there is a large body of literature focusing on the theoretical definitions and measurements of accessibility, the extent to which such measures are used in planning practice is less clear. Previous reviews of accessibility instruments have in fact identified a gap between the clear theoretical assumptions and the infrequent applications of accessibility instruments in spatial and transport planning. In this paper we present the results of a structured-workshop involving private and public stakeholders to test usability of gravity-based accessibility measures (GraBaM) to assess integrated land-use and transport policies. The research is part of the COST Action TU1002 “Accessibility Instruments for Planning Practice” during which different accessibility instruments where tested for different case studies. Here we report on the empirical case study of Rome.

Abstract: The aim of this study is to give an interpretation of the urban transformations connect... more Abstract: The aim of this study is to give an interpretation of the urban transformations connected to rail transit system investments; in particular the main research goal is to analyze and give a methodological support for the urban transformation phenomena government in the rail transit stations areas. The article proposes an empirical studies comparative analysis and an application in the Naples urban area, in which a new rail transit network has been developed.

Transport systems have always played an important role in cites evolution and transformation [1; ... more Transport systems have always played an important role in cites evolution and transformation [1; 2; 3]. In last decades many metropolitan areas have carried out integrated planning practices between urban housing design and transit infrastructures. This paper has the aim of analyzing four best-practices in Europe, where transit infrastructure construction represented occasions for housing renewal and development projects: new transit stations and new tram lines were strategic element for real estate development in Helsinki, housing rehabilitation in Naples, district renwal in Grenoble and urban transformation in Lyon. Furthermore the study proposes a comparative analyses highlighting strength and weakness points and the results of each project.

The aim of this study is to give an interpretation of the urban transformations connected to rail... more The aim of this study is to give an interpretation of the urban transformations connected to rail transit system investments; in particular the main research goal is to analyze and give a methodological support for the urban transformation phenomena government in the rail transit stations areas. The article proposes an empirical studies comparative analysis and an application in the Naples urban area, in which a new rail transit network has been developed. In particular the socio-economic transit impacts on the urban system are measured and interpretated with the support of a GIS; therefore an application of the node-place interpretative model (Bertolini 1999) is proposed in order to support transit–land use planning processes in the stations areas.

Aisre, 2006

Questo studio parte dall’ipotesi secondo cui la dinamica insediativa sembra orientarsi verso form... more Questo studio parte dall’ipotesi secondo cui la dinamica insediativa sembra orientarsi verso forme di decentralizzazione delle grandi aree urbane a vantaggio delle realtà urbane “intermedie”, che assumono il ruolo di mediazione tra piccoli nuclei e grandi aree metropolitane. Questa ipotesi, condivisa in campo disciplinare e verificata dalle tendenze localizzative in atto, pone al centro dell’attenzione degli studiosi di scienze regionali la conoscenza dei centri urbani intermedi e lo studio del loro ruolo nelle reti di città. Obiettivo di questa ricerca è di fornire un contributo di conoscenza del sistema di città intermedie della Regione Campania come premessa ad una politica di trasformazione territoriale, individuando le città intermedie e definendo comportamenti strutturali del sistema insediativo, mediante un’applicazione di analisi statistica multivariata.

ABSTRACT È in atto da diversi anni, nel campo della pianificazione e della gestione dei sistemi d... more ABSTRACT È in atto da diversi anni, nel campo della pianificazione e della gestione dei sistemi di trasporto, un “salto paradigmatico” (Bertolini et al. 2005; Borlini e Memo, 2009; Litman, 2010), che può essere descritto come il passaggio da una pianificazione orientata alla mobilità ad una pianificazione orientata all’accessibilità, definita in letteratura come “accessibility planning”. Se la prima utilizza strumenti di supporto alle decisioni fondati sulla valutazione del sistema di trasporto, basandosi prevalentemente sugli aspetti qualitativi e quantitativi degli spostamenti, la seconda prende in considerazione un insieme più ampio di elementi, al fine di integrare le strategie trasportistiche con il governo delle trasformazioni urbane e territoriali. In altri termini, sia in ambito accademico sia nella prassi, si assiste a un progressivo passaggio verso teorie, approcci e strumenti di supporto alla pianificazione del sistema integrato trasporti-territorio che attribuiscono una sempre maggiore importanza all’accessibilità. Va tuttavia rilevato che al vasto dibattito accademico e disciplinare sul termine ‘accessibilità’, non corrisponde un trasferimento di questo concetto all’interno di strumenti di supporto alla pianificazione che abbiamo un largo e condiviso utilizzo nella pratica (Curtis, 2008; Curtis e Scheurer, 2010; Straatemeier, 2007; Vonk et al., 2005). Ciò è dovuto a diversi fattori, tra i quali in particolare: l’assenza di una definizione univoca del concetto di accessibilità, da cui la varietà di interpretazioni e metodi d’analisi e il progressivo distacco tra la ricerca scientifica-accademica e la prassi. Ne consegue la necessità di focalizzare la ricerca verso la definizione di strumenti di supporto per la pianificazione dell’accessibilità tali da coniugare l’attendibilità scientifica con le esigenze dettate dalla pratica, tra cui in particolare la comunicabilità e la facilità di utilizzo. A partire da questa considerazione, l’articolo propone un quadro teorico del concetto di accessibilità e della sua applicazione nei processi di pianificazione integrata trasporti-territorio, mediante una rassegna della letteratura internazionale sul tema, con particolare attenzione al suddetto salto paradigmatico. In seguito, l’articolo si sviluppa concentrandosi sugli strumenti di supporto alla pianificazione fondati sul concetto di accessibilità, o ad essa orientati, offrendo una rassegna critica dei metodi e degli strumenti per l’analisi dell’accessibilità sviluppati in diversi Paesi europei. Particolare attenzione è posta, in questa fase, alle potenzialità di questi strumenti in termini di applicabilità ed efficacia nei processi decisionali. Obiettivo dell’articolo è dunque fornire un contributo teorico- metodologico sul tema dell’ “accessibility planning”, nonché delineare un quadro conoscitivo sugli strumenti di supporto alla pianificazione basati sul concetto di accessibilità, attraverso la ricerca e la sistematizzazione di approcci, strumenti ed esperienze

"In the academic debate regarding the influences between urban form, built environment and travel... more "In the academic debate regarding the influences between urban form, built environment and travel patterns, a specific idea that has taken hold is that more compact urban development around railway stations, often referred to as Transit Oriented Development (TOD), contributes to the control of vehicle travel and to more sustainable metropolitan systems.
According to this general principle this work proposes a GIS accessibility tool for the design of polycentric transit oriented scenario: SNAP - Station Network Accessibility Planning tool. In the first part the state of the art on Transit Oriented Development policies in Europe is presented with a focus on three study cases. In the second part the SNAP tool is described, with remarks to the approach, the methodology and the used indicators. Furthermore the paper discusses an application to the metropolitan area of Naples."

In tegenstelling tot fotovoltaïsche (pv) systemen van gelijkaardige grootte, maken kleine en midd... more In tegenstelling tot fotovoltaïsche (pv) systemen van gelijkaardige grootte, maken kleine en middelgrote windturbines in Vlaanderen nog geen deel uit van het vertrouwde energielandschap. Aan de hand van het demo-disseminatieproject Windkracht 13 (WK13) wil de Universiteit Gent, in samenwerking met Tecnolec en met de steun van het Agentschap Ondernemen, de barrières voor kleine en middelgrote windturbines (KMWT) wegwerken en goede locaties in Vlaanderen in kaart brengen.

Journal of Land Use Mobility and Environment, 2008

The paper focuses on a peculiar typology of walking infrastructure: pedestrian subway/skyway syst... more 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 ...

Journal of Land Use Mobility and Environment, 2009

Sea transport for passengers is an interesting intermodal transport concept by definition, nevert... more Sea transport for passengers is an interesting intermodal transport concept by definition, nevertheless, the concept has not been widely developed in Italy. Normative and infrastructural conditions generally form a major impediment. However in some regions new short sea shipping services , as alternative to public transport services, are being developed. These services have two main objectives: to offer a valid alternative to road public transport in order to reduce transport emission, and to facilitate the coast use for tourist. The paper analyses five study cases where sea public transport have been implemented and are going to be developed. The Campania Region Metrò del Mare represent a model for the rest of Italian regions, as it is the first sea transport system operating from 2001, with nine lines and 23 touristic ports-stations. It is designed as a real sea-metro system with over 270.000 passengers in the seven months when it is active. Another interesting case study is the Genova sea public transport (in Liguria Region), that is operating from 2007. In this area touristic services are working since 1980, but only few years ago a new transport secrives (Navebus) was developed with the aim of give to commuters a valid alternative to the road private and public trasport. The case of the Reggio Calabria-Messina sea metro system, the Lazio Region and MTB Metromarina study cases show good design and opportunities for connecting with a real public transport system major touristic port along the coast. For different reasons these services are not yet implemented.

Journal of Land Use Mobility and Environment, 2010

The Metropolitan Transport Plan of MTB (Metropoli Terra di Bari) is one example of the first prac... more The Metropolitan Transport Plan of MTB (Metropoli Terra di Bari) is one example of the first practice of large scale plan in Puglia Region. On September 2009, MTB's Board of Municipalities approved the Metropolitan Transportation Plan for 2015 (PUM MTB), a full plan with text, maps, and ...

Tema. Journal of Land Use, Mobility and Environment, Jul 21, 2009

Per quanto riguarda la sicurezza su strada, gli incidenti stradali causano ogni anno un costo soc... more Per quanto riguarda la sicurezza su strada, gli incidenti stradali causano ogni anno un costo sociale e umano elevatissimo. I Paesi dell'Unione europea si sono posti l'obiettivo di ridurre del 50% entro il 2010 il numero di morti e di feriti causati da incidenti stradali. Questo rende necessario disporre di informazioni attendibili, che permettano di monitorare l'effettivo livello della sicurezza stradale. Del resto, la richiesta di sicurezza è strettamente connessa all'esigenza di mobilità che, in Italia, come in tutti i Paesi economicamente avanzati,