How do the different transportation modes interact (networks and other infrastructure artefacts) with urban form?

To what extent have the layout of these networks influenced, willing or not, the city form and the urban structure of the associated metropolitan and regional areas?

Can we derive certain "models", certain common ways to plan the infrastructure networks in different cities as regards the balance between their centres and their peripheries, the appearance of brand new urban centres, the strengthening or change of land uses in other areas, the extension of a certain city sectors, etc.?

After analysing the urban development patterns, based on public transportation networks -mainly underground and suburban railways-, applied in more than 30 cities in Europe, North America, South America, Asia and Africa, we must conclude that these patterns admit a certain taxonomy.

The paper proposes a new method to understand what Ildefons Cerdà called the "Construction of Cities", based on a network approach to city, metropolitan, regional, as well as European, spatial planning.

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This paper will cover three projects, namely the Regional Metro System, the Regional integrated pricing policy and the new rules for the operation and planning of the system.

The Regional Metro-System* is based on the idea of integrating the existing lines into a single network by building some new interconnecting lines, new stations and new modal exchange facilities. Consistently with the modern concept of planning process, the further development of the system can be achieved subsequently, by means of verifying, and partly redesigning, the first hypotheses according to actual evolutions of the transport-land use system, to the needs of mobility and to the economic resources available.

The strategic objectives of the plan are:

to design a "balanced" and "integrated" transportation system;

to improve the accessibility and the interconnectivity of the urban places following the new territorial planning choices;

to let the projects on the transportation system be a support for the urban and territorial regeneration.

The integrated pricing policy public transportation: in order to achieve a higher level of efficiency in the transportation system, Campania Region has developed an integrated fare payment system aimed to reach greater flexibility in fare structures, greater convenience for riders and more efficient cooperation among transit providers. The system is consistent with the development of multimodal and multi-provider transportation networks that are operationally and organizationally sound for the multiple modes and providers.

The Regional Public Transportation Reform Bill: in 2002 the Regional Government of Campania developed a new Regional Transport Act that regulates the processes of planning, managing, tendering and controlling the transport systems of the region (road, rail and water modes) through allocating these responsibilities among all the other local governments (5 provinces and 5 main municipalities).

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The lowlands and wetlands in Colombia are the hottest most humid weather in the world, with an average yearly temperatures of 24 degrees and heights of less than 1.000 meters over sea level, in the deep valleys of the most important river networks (Amazons, Magdalena, Orinoco). The coincidence of these regions with one of the biggest tropical forest reserves in the world makes inexplicable its marginality.

The revived interest in forest resources, both in terms of its image and functionality; the evident conceptual change in the rural world and its marginal areas; the rebirth of the resistance of local and stable communities against the exogenous process. All these polices and practices have illustrated the disagreements between planning and local reality theories that exist in a conflictive country. A concept on to the meaning of life in the "new existential territories", that is, those isolated through being marginalised and neglected, has enabled the inhabitants of these territories to develop new alternatives and ways of life that we dare not even start to understand: a new conception of territory and lifestyle in a country where rivers are one of the most important transport network, and in some regions the only one.

Two indispensable items need to be taken into account in order to rebuild and reinterpret the planning processes in Colombia and countries with important rivers network. First, the role of the River in the transport network and its territorial consolidation. Second, the role of the City as a control and territorial organisational tool in the urbanisation phenomenon.

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SCATTER tackles the issue of urban sprawl, in particular in the context of cities implementing new suburban public transport services.

Urban sprawl is a common problem encountered in Europe. It induces high level of car use and, usually, congestion on roads giving access to city centres. To limit the damages caused in terms of congestion, air pollution and energy consumption, numerous European cities are implementing suburban public transport services (e.g. heavy or light rail). But then, they simultaneously create an incentive for a new wave of sprawl. Therefore, accompanying measures have to be implemented, in order to control urban sprawl. SCATTER tackles this issue in which land use and transport are closely mixed up.

The final objective of SCATTER is to provide recommendations and guidelines to European cities, and design an urban sprawl monitoring tool.

The approach followed consists in :

improving the understanding of the mechanisms of sprawl through systemic analysis on the basis of interviews of experts and local authorities in 6 case cities (Bristol, Brussels, Helsinki, Milan, Rennes, Stuttgart), and through statistical analysis of time series data in these cities;

reviewing policy measures aiming to wrestle urban sprawl ;

quantitatively evaluating a selection of these measures, using integrated land-use/transport models in 3 case cities (Brussels, Helsinki, Stuttgart).

At the time of the Biennial, the systemic analysis, the statistical analysis, and the review of measures will be achieved. The outcomes will thus be able to be presented.

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Whereas the car-network has decentralized our cities, and the train-station is used to foster concentration, airports clearly trigger the ‘poly-centralization’ of metropolitan areas.

In contrast to their growing relevance as multimodal infrastructure nodes and new development poles, airports are still under national planning auspices, on the land of peripheral municipalities, thus often out of the 'reach' of the cities themselves. At the same time any further airport development stands against the enormous gaps in land-use planning created by noise carpets of air-traffic. The new generation of airport masterplans is in the crossfire of these ambitions and conflicts.

The term 'airport city' emancipated from being a mere shopping concept for the terminals, to becoming the guiding principle for the development of the entire landside of an airport. Neither the application of the terminal typology nor the quest for urban normality suffices for this new task. For the success of the 2nd generation airport city, the ambivalence in airport design, with split responsibilities for airport operation and airport city planning respectively, has to be overcome. A twin reality, a hybrid kind of typology is to be conceived for travelers and the 'citizens' of the airport city.

An independent business park to the rear of the terminal-structures is no airport city. This is less a question of vetoing such real estate development, than of whether a standard park, however high-profile, exploits all opportunities of such a location. The as yet diverging planning approaches of airport operators and airport municipalities need to be merged. Confronted with permanently changing requirements, airport planning is more likely to become a ‘management of change’.

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Over the previous two centuries, there have been enormous developments and advancements in air transportation. Since the 1950s, air passenger movements and the corresponding air passenger kilometres travelled have continued to increase steadily. With the beginning of the 21 Century, the growth in worldwide air travel is set to continue for at least the first decade of this new century. To accommodate the growth on the ground, however, there will be a need for the provision of large amounts of infrastructure at airport complexes.

The airport forms an essential part of the air transport system. In the overall transport network, it is the transportation node which allows for the modal transfer between the air and land surface modes. Airport complexes have undergone significant development changes and technological advancements from their origin to their current operational abilities, much of which is directly linked to the advancements of the aviation industry, and in particular, aircraft technology. Airports have a significant impact on the development and growth of the local area and region in which they are located. Airports are seen as major generators of investment. The airport system, itself, is a detailed and complex one, consisting of three principal components, namely, Airside, Terminal and Landside, each with many elements which have to operate in an integrated manner in order to ensure the safe and efficient operation of the entire process. In order to ensure this level of integration it is essential that a detailed airport planning process is undertaken and regularly reviewed. It is essential that this planning process be fully integrated into local, regional and national planning processes in order to ensure the existing and future success of the operation of an airport complex. This paper discusses the planning issues associated with airport complexes being successful nodes of connectivity.

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In the crossing point between the mayor transport axes in Denmark (motorways and railways) going north-south and east-west, the Danish region called Vejle County is located the region is characterised by three cities forming a Triangle: Vejle, Fredericia and Kolding and a fourth city Horsens a little more northern. All together Vejle County has about 340.000 inhabitants.

In the field of transport-planning we - the authorities on state-, regional- and municipal level - are working on three main levels. On top-level we are dealing with the aim of developing the Triangle Region as a unique place of transshipment in Northern Europe. It includes developing the multi-modal possibilities between road, rail, air and waterways. The region is strong on all four fields, but the interaction can be developed.

At the second-level we are dealing with the problems of getting the cities in the region connected. To make it possible to live in one city, work in another and attend services in a third city in the region. At this level we are dealing with public transportation, and the accessibility by car.

At the third-level we are working in the cities how to make the city function: to locate the right business on right place, to support the use of bike and foot and to minimise the environmental impact.

The planning process is carried out in co-operation between all three planning-authorities State, County and Municipality. The eight municipalities has formed an organization whose purpose is to co-ordinate activities within the Triangle Region. The planners have formed a planning team with planners from both the Municipalities, State and County.

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The paper should examine one of the possible and alternative answers to the improvement of the quality people life in the contemporary cities: the open spaces and the landscape as an ecological system of interconnection that rehabilitates marginal areas, develops the cultural heritage and provides also new opportunities for social relationships.

With the changes of European assets and economic situations new concepts as the de-construction of degraded and unsustainable urban areas rise up through the re-creation of green and open spaces systems in the different urban situations.

The European Landscape Convention (Firenze, 2000) of Council of Europe underlines the landscape is a complex element that has an important social role in the cultural, ecological, environmental and social fields, and constitutes a resource favourable to economic activity, this definition is referred not only to areas of outstanding beauty, but to the everyday areas, not only to natural and countryside areas, but to urban fringes, urban and metropolitan areas, and recognizes that it is an essential component of peoples surroundings, an expression of the diversity of their shared cultural and natural heritage, and foundation of their identity.

The paper should analyse the evolution of the concept of open spaces as an interconnected system and present the results of the research Methodology for the construction of an Atlas of Italian Landscapes (in printing) supported by Ministry of University and Scientific Research - MURST.

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The concept of the polycentric urban network is becoming increasingly popular among both researchers and planners. In the current spatial policy in the Netherlands, the concept is being promoted in order to develop highly competitive environments for investments and professional workers by means of policy co-operation and co-ordination of the separate municipalities (and other stakeholders) in regions where urban centres are located at close proximity. The concept is based on the notion of complementarity of the constituting cities. A joint regional policy focus however, is only meaningful if the (implicit) pre-assumption of the concept that functional markets, in particular labour, housing and leisure markets, gradually and synchronously scale up to the a-priori defined regional level, is true. The paper examines this pre-assumption in BrabantStad (Brabant City), one of the six urban networks of national importance appointed by the Dutch Fifth Memorandum on Spatial Planning. It starts from a critical assessment of the pre-assumption in the sense that a multi-layered pattern of interrelationships –including sub-regional, regional and super-regional levels of scale- is as plausible as, if not more plausible. On the basis of statistical data on inter-municipal mobility, the paper will examine whether (and which) multi-layered patterns of interrelationships, connecting the cities and towns of BrabantStad to other places both within and outside this region, have developed throughout the 1990s. The analysis will distinguish between mobility for reasons of work, education, business visits, and various types of leisure. Based on the outcome of this analysis, the current intention of policy co-operation on the regional level of BrabantStad should probably be reassessed and spatially differentiated.

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Increasingly towns and municipalities are confronted with tasks which will not be resolved by themselves. These challenges, for example dealing with scarce resources, over aging populations or suburbanisation are based on very complex problems which surpass the municipalities administrative and spatial influence. Cooperation and networking can be initial stages towards resolving these problems.

But how much cooperation is necessary? How flexible should cooperation be and what could the organisational structure of a network between cities look like? Do networks only work between equal partners with very similar problems and expectations as well as between a central city and its environs or are networks also a suitable solution for cities in a polycentric and heterogeneous region?

Experiences made during a research project concerning the future development of cities and city regions until 2030 lead to the conclusion that not the local, but far more the regional level will be the appropriate level for action. In the future municipalities must share their responsibilities and tasks both within a region and across regional borders if they strive to be successful amongst international competition. This entails that institutions and facilities (i.e. theatres, schools or research institutions) must be jointly financed. The establishment of new enterprises and retail as well as the development of residential areas must be negotiated among the regional municipalities.

The type of networking between cities, the organisational structure of inner regional cooperation and the "rules of the game" on which cooperation are based form the key factors of success in this context.

1) The objective is to decribe the transformation in the social, economic and spatial organisation of Swiss cities, and argue that current tendencies force us to reconsider the traditional place of cities in Swiss federalism. We will refer to the term of metropolisation and will tackle the issues of urban governance. This entails an exploration of the limits of urban problem solving capacity related to the current boundaries of territorial institutions, as well as the current pattern of intergovernmental relations.

2) We review some of the strategies that have been drawn up to ensure the regulation of urban problems. We will show that Swiss federalism provides much freedom to act, and that most urban areas have come up with coordination schemes that are incrementally constructed and adapted to various policy fields. In the same process, types of governance and styles of management have changed. The traditional hierarchical authority arrangement has given way to constellations of more or less loosely connected political, economic and social actors.

3) Finally, we will discuss recent proposals and strategies by the Federal government aimed at increasing urban problem solving capacity. In addition, there is a list of federal programmes and measures to improve social and infrastructure policy in and between cities, as well as to involve cities more in the formulation of federal policies that affect them. With the creation of the Swiss city network with three metropolitan poles (Zurich, Geneva, Basle), federal authorities want to improve the Swiss position within the European city network. However, the success of these reforms will depend on the cantons as the traditional key players in Swiss federalism.

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During the last decade, the cities in Balkan region were faced with numerous political and economic problems. The war and its consequences were just one of many drawbacks for their development and now it is necessary to resolve the confusion between pre-existing urban environment, previous governmental system (and its heritage) and transition process that occurred at local, regional and global level. Therefore, the purpose of this paper is to present specific changes in urban tissue and urban society of these cities and to offer a different developing concept that could support urban networking suitable for the local perception of the emerging global strategies.

Through an urban experiment focused on one of the most interesting Belgrade urban areas - section of regional highway (corridor X) that interrupts and connects at the same time - it is possible to examine activation of inhibited and chaotic spaces as well as their (re)integration at micro and macro level. Due to that, the neuro-synaptic transmission was chosen as a basic experimental model that could define integration path of global and local values with minimum conflicts. Changing the practical role of the city and different actors, this experiment also offered a new urban amalgam for the 3rd millennia.

Facing the new challenge of multileveled networking, new technologies, sustainable development and almost virtual conditions, Balkan cities have to recognize their own potential - multiethnic society and urban heterogeneity, as a possible direction for their integration into global community. Consequently, it is necessary to start a different cooperative approach that could provide high efficiency at regional level as well as to accept new global stimulus adjusted to emerging global flows and their speed.

The only question is are we ready to jump into the train of globalization, or we want to stay a black hole in the global networks forever?

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The new established Netherlands Institute for Spatial Research (NISR) is independent organization which has a goal to advise Dutch government on spatial development issues. One of the most important projects of NISR is development of a methodology and tools which will be used for evaluation of influences of spatial interventions on quality of space. Under the term spatial interventions we assume large projects such as new plans for infrastructure development, city extensions, nature development etc.

The term spatial quality is vague in its definition as it belongs to the category of wicked problems. Hence it is difficult to explicitly evaluate spatial quality and express it in the form of a final judgment. Therefore we have chosen to design an evaluation framework adjustable to a situation, a case, or to the needs of user. The framework is supported by a tool named KwaliWijzer, quality adviser.

KwaliWijzer is a computer application which uses Liquid Technologies, developed by a small Dutch company called Medialab. The input for the application is developed by the NISR. The methodology is based on the holistic approach to spatial planning, which means that each spatial intervention is viewed as an influence on all aspects of the spatial system. In the case of KwaliWijzer the spatial system is defined as a synergy of four elements: sites, networks, patterns and people. All these elements are divided in subcategories which are then linked to each other so to construct the complete overview of effects on spatial system which can be used for the evaluation of any kind of intervention.

The final product of the KwaliWijzer is a list of selected effects on spatial system, ranked according to users preferences. The meaning of the list is to make user aware that an intervention has broad influence on space and suite as a agenda for the next phases in the research. KwaliWijzer can be used to help planners to deal with the complexity of influences by ordering the most relevant and the most important ones. As it is user friendly and web based application, KwaliWijzer can also be used to support interactive decision making process involving citizens.

Over the last few decades, with the development of many small enterprises and numerous industrial districts, new ways of living and patterns of settlement have emerged in Veneto region that are quite different from the traditional image of the city.

It is possible to recognize some significant elements.

- The recent territorial changes have not occurred in just a few large places. Rather, the society and the territory have been permeated by a minute, continuous and dispersed process of modification.

- Paradoxically, the dispersion of houses and factories in recent times has led to a densification of a pre-existent dispersed settlement.

- In recent years a process of polarization by introverted settlements, reconfiguring the territory as a mosaic and introducing a blend characterized by a more marked grain.

- The physical transformations as indications of social changes, leads us to recognize the simultaneous, not contradictory, presence of a "broadened use of the territory" and an "increased demand for privacy".

So, it is necessary to think of this and others similar regions, not as cities but as more vague ‘inhabited territories’, where people live, work and enjoy themselves in a multiplicity of scattered locations, and in which the traditional city is only one of the patterns of settlement, and not necessarily the principal one.

Inhabited territories that need project efforts concerning:

- new processes of densification for more connected territories;

- new processes of appropriation of the open natural spaces for the purposes of leisure on the part of various ‘populations’, that become ‘stages for social interaction’.

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The present structure of urbanized areas seems to be an anachronic pattern involved in chaotic expansion. Consideration of the equilibrium criteria in concentrations process allows to find some transportation networks which may be taken into account as the basis for the more stable structural patterns in regional scale. Using the individual and collective selectivity of necessary contacts we may recognize a set of linkage patterns resembling chemicals structure formulas. On this basis some different combinations of several geometric relations and figures allows to construct a polycentric network of potential urbanization.

Canvas applied for it seems to be resistive against disturbance resulting from the alternation of essential origin – destination relations and the size changes in the whole arrangement of urbanized complex.

Other postulates, such as avoidance of unnecessary collisions in traffic system, the ability to preserve the continuity of natural environment are also satisfied. The main advantage seems to be "diagnostic transparency" which allows to forecast the development processes and immediately respond to the defects.

Many examinations of adjustability of such a structural pattern to real geographical conditions and series of modeling an urban complex with a population of five million have been made with good results. They showed large savings by shortening mileage of streets and conduits as well reducing the occupied area.

The perspectives of applying this system requires a special strategy consisting in prediction and stimulation of vanishing of some unfavorable elements and promotion of emerging structural axes.

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The PDI 2001-2010 is the consensus-driven response by the Administrations in charge of transport to the infrastructure-specific needs of the TPC in the short- and medium-term in the Barcelona metropolitan region (RMB). The formulation of this diagnosis of the problems and of the proposal for action programmes to respond to them is based on the commitment of the Administrations present on the ATM to reach agreements, and aims to address, for the period in question, the main actions presented by them within the framework of a more long-term view of the public transport (TPC) networks, conditioned by the amount of resources to be invested.

The objectives of the implementation of the TPC Infrastructure Master Plan 2001-2010 are:

• To significantly increase the volume of journeys made by TPC, and for public transport to attain a greater share in all areas of the RMB versus private vehicles: in the city centre, its accesses, connections between areas, etc., via a large-scale public offer.

• To ensure that the availability of TPC with fixed infrastructure is not a limiting factor on metropolitan operation, on the implementation of activities in the RMB or on Barcelona’s international competitiveness.

• To guarantee the greater economic and social efficacy of public investments targeting the metropolitan transport system through integral planning and by adapting the mode of transport to the forecast volume of demand.

• To undertake a series of "shock" actions to highlight the Administrations’ firm commitment to promoting public transport in the metropolitan region.

The PDI 2001-2010 presents a series of basic characteristics:

1. In keeping with its name, it is a public transport infrastructure plan, and is consequently basically related to the railway network (although naturally it also addresses the major types of infrastructure associated with the transport of travellers by road: bus stations and park and ride facilities). Therefore, due to the high-capacity carrying characteristic of railway infrastructures, the PDI focuses on catering to high-volume everyday mobility.

2. The PDI is an integral plan in that it considers, both in the diagnosis of problems and in the actions proposed (in this case only partially), all existing railway networks and those scheduled in the metropolitan region (Underground, local railways of the Autonomous Government of Catalonia, state service, TAV [High Speed Train]) - and even brings in a new one, the tram- , but it is also an integrating plan, boosting the physical integration of the different networks of TPC with each other and with the private vehicle via the creation of new switch-over points and the improvement of existing ones.

3. In territorial terms the PDI deals overall with the whole RMB on the basis of TPC criteria for the flows of mobility, although it also addresses a wide range of territorial realities. The unequal residential density and activity between the main conurbation and the rest of the region, with the different traffic flows derived from this, means that the Plan’s proposals target mainly on the central area of the RMB.

4. The PDI is conceived as a smooth, flexible plan that will be implemented in five-year programmes which will be the cornerstone of the Funding Agreements to be signed between Autonomous Government of Catalonia and the General Administration.

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PAPER TITLE: Integración de las tecnologias GIS en la Internet avanzada. Un nuevo entorno para la reflexión sobre las cuestiones urbanas

La investigación es un activo capaz de hacer avanzar en el desarrollo de sistemas que integran las tecnologías de información georeferenciada SIG y de visualización en 3d aplicadas al ámbito de la arquitectura y el conocimiento de la ciudad. La estandarización de los datos georeferenciados, (con las especificaciones de OPEN GIS CONSORTIUM), generan una interoperabilidad de los datos espaciales, que asociada a los recursos Internet, Web Mapping, el avance en las vías rápidas de comunicación de gran capacidad, son la infraestructura fundamental para construir entornos interactivos de simulación y análisis de los lugares urbanos con auténtico realismo y a la vez integrando todo el conjunto de parámetros medioambientales (físicos sociales y económicos) que requiere la planificación urbana (urban planning).

El Laboratorio de Modelización Virtual de la Ciudad (LMVC), centra su actividad de investigación en la mejora y aplicación de las tecnologías SIG y de 3D en el campo de la planificación, estudio y evaluación de los componentes urbanos, así como la visualización de la realidad arquitectónica o de nuevas propuestas sobre la ciudad.

Esta comunicación pretende mostrar una prueba piloto que estamos realizando como base de experimentación en la creación de un foro constituido como un cluster relativo a la administración y gestión del territorio dentro del programa I2CAT. Una experiencia encaminada a la socialización de la información y el conocimiento de nuestras ciudades.

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PAPER TITLE: L'utilizzo della programmazione negoziata come strumento di sviluppo e ridefiniziaone metropolitana nella regione Lazio

Si definisce Patto Terrritoriale "L’accordo promosso tra enti locali, parti sociali o da altri soggetti pubblici o privati, relativo all’attuazione di un programma di interventi caratterizzato da specifici obiettivi di promozione dello sviluppo locale, in ambito sub regionale, compatibili con uno sviluppo ecosostenibile" Legge Nazionale 23/12/96 n° 662

L’INNOVAZIONE

La Regione Lazio con L. R. n° 14 del 18 Maggio 1998 e successive modificazioni, promuove il Patto Territoriale di Ostia e Fiumicino che interessa tutta l’area della XIII Circoscrizione ed il Comune di Fiumicino.

Visto il grande interesse che questo strumento aveva suscitato anche nel territorio, la Regione Lazio con L. R. n° 14 del 18 Maggio 1998 e successive modificazioni, ha promosso il Patto Territoriale di Ostia e Fiumicino e il Patto per le periferie Metropolitane. Una nuova generazione di Patti che fanno riferimento esclusivamente alla finanza locale. L’assistenza tecnica di entrambi è stata affidata ad agenzia Sviluppo Lazio S.p.A.

LO SVILUPPO DELLO STRUMENTO

La classe imprenditoriale ha aderito con entusiasmo a questo strumento detto di "programmazione dal basso" (per Ostia e Fiumicino sono stati raccolti più di 320 progetti privati), che permette di valorizzare risorse ambientali e storiche e di rivitalizzare settori ed aree in condizioni di sotto utilizzo o di degrado ambientale, come di organizzare filiere produttive in ambiti di regresso industriale. Il successo ottenuto dalla misura non è dovuto tanto alla quota di finanziamento pubblico, assai contenuto, quanto ad una serie di fattori innovativi quali: la possibilità di accedere a forme di procedure agevolate (velocizzazione delle pratiche burocratiche), alla flessibilità contrattuale, ma e soprattutto al ricorso alla "programmazione dal basso" che ha permesso agli imprenditori e alle parti sociali di impostare il patto assieme alle Pubbliche Amministrazioni definendo le aree, i settori di sviluppo, le infrastrutture necessarie, evidenziando al contempo le tematiche e i problemi da affrontare.

PAPER TITLE: Building a new dialogue between airports their territory