La ‘ciudad difusa’ —una compleja organización de asentamientos investigada y descrita por numerosos académicos desde fi nales de la década de 1980 ubicada en la región central del Véneto— es dinámica y está en constante evolución, presenta elevados consumos de suelo y una creciente congestión en la movilidad. Los informes indican que uno de los factores con más infl uencia en este último aspecto es el desarrollo del sistema de infraestructuras, especialmente en los últimos 20-25 años, que ha soportado una movilidad muy alta: una movilidad errática parcialmente basada en el commuting regular pero también en los desplazamientos para satisfacer necesidades básicas. La respuesta institucional a esta creciente demanda de movilidad ha sido incremental e inadecuada, proporcionando diversas grandes infraestructuras sin inversiones signifi cativas para mejorar el transporte ferroviario o el transporte intermodal público o público-privado. En vez de contrarrestar el consumo de suelo como se indica en los Planes Regionales, esta intervención pública, incentiva una nueva forma de sprawl, impulsando la construcción de nuevas centralidades (como Véneto City o el Quadrante Tessera), intensifi cando la presión antrópica en una región de por sí afectada por problemas de despilfarro de recursos ambientales. La construcción de nuevas infraestructuras viarias está alterando las características originales de la región, reforzando el sprawl e impulsando la conversión de áreas rurales en predios construidos en alrededor de 2.000.000 m2. The “città diffusa”– a complex settlement organization investigated and explained by many researches since the end of the ’80s focused on Veneto central region – is very dynamic and in a constant evolution. The most recent surveys, point out that some changes from the traditional recognised forms of organization are occurring. Some agglomeration dynamics and a densification about some core nuclei with urban fragmentation containment, meanwhile building process still grows and sprawl goes on. In its evolution, surveys show how one of the most influent and structural factor of this growth has been the infrastructural system, mostly in the last twenty/twenty-five years, supporting a very high mobility and increasing inclination toward movement which keep up sprawl but, on the other side, produce elevated congestion onto a weak infrastructural system. It’s an erratic mobility partially based on regular (for trips, time, routes) commuting, also for basic needs. A peculiar feature of Veneto region urban diffusion, but also an expression of contemporary city, causing traditional urban hierarchical system transformation, new centralities development (for shopping, leisure, etc.) and a new arrangement of established urban organization. Institutional reply to this increasing demand has been – also in the recent years – incremental and unsuitable. Local government policies quite exclusively provided basic infrastructural facilities supporting scattering process for houses and factories and promoting a sort of “indifference for localization” (for inhabitants, entrepreneurs, etc.) determined by quite similar accessibility and construction Then national and regional governments supplied big infrastructures (first with “Tangenziale di Mestre”, well-known for its heavy congestion and high pollution levels, then with the widening of Venezia-Padova-Brescia motorway section), meanwhile not only in peak hours traffic jams affect the local roads network, strong support for sprawl. No public investments have been provided to improve rail public transport or intermodal public or public-private transport. In a second and most recent phase, regional government promoted the creation of SFRM, a metropolitan rail public transport in the central region to help commuting and reduce private vehicular circulation, but also supported the construction of new road big infrastructures – such as a toll by-pass called “Passante di Mestre” or the new Pedemontana freeway. In the first case, no new rail tracks have been built. The new transport system is based on old railway network, already unsuitable to the established settlement organization and train frequency seems still low and inappropriate, meanwhile stations and stop not looks so strategic for a control and containment of sprawl. On the other hand, new motorways more then solving mobility problems seem to sustain a new form of sprawl, pushing up the construction of new centralities (such as Veneto City o Quadrante Tessera) where sprawl had not yet affect the country, worsening anthropic pressure in a region already affected by environmental resources waste. Instead of contrasting consumption of soil – as underlined and stated by Regional PTRC – the construction of new road infrastructures is altering the original features of region, enforcing sprawl and encouraging the conversion of rural areas into build-up estates for about 2.000.000 Sqm.
Políticas infraestructurales y consumo de suelo en Véneto: una unión desafortunada
FREGOLENT, LAURA;
2014-01-01
Abstract
La ‘ciudad difusa’ —una compleja organización de asentamientos investigada y descrita por numerosos académicos desde fi nales de la década de 1980 ubicada en la región central del Véneto— es dinámica y está en constante evolución, presenta elevados consumos de suelo y una creciente congestión en la movilidad. Los informes indican que uno de los factores con más infl uencia en este último aspecto es el desarrollo del sistema de infraestructuras, especialmente en los últimos 20-25 años, que ha soportado una movilidad muy alta: una movilidad errática parcialmente basada en el commuting regular pero también en los desplazamientos para satisfacer necesidades básicas. La respuesta institucional a esta creciente demanda de movilidad ha sido incremental e inadecuada, proporcionando diversas grandes infraestructuras sin inversiones signifi cativas para mejorar el transporte ferroviario o el transporte intermodal público o público-privado. En vez de contrarrestar el consumo de suelo como se indica en los Planes Regionales, esta intervención pública, incentiva una nueva forma de sprawl, impulsando la construcción de nuevas centralidades (como Véneto City o el Quadrante Tessera), intensifi cando la presión antrópica en una región de por sí afectada por problemas de despilfarro de recursos ambientales. La construcción de nuevas infraestructuras viarias está alterando las características originales de la región, reforzando el sprawl e impulsando la conversión de áreas rurales en predios construidos en alrededor de 2.000.000 m2. The “città diffusa”– a complex settlement organization investigated and explained by many researches since the end of the ’80s focused on Veneto central region – is very dynamic and in a constant evolution. The most recent surveys, point out that some changes from the traditional recognised forms of organization are occurring. Some agglomeration dynamics and a densification about some core nuclei with urban fragmentation containment, meanwhile building process still grows and sprawl goes on. In its evolution, surveys show how one of the most influent and structural factor of this growth has been the infrastructural system, mostly in the last twenty/twenty-five years, supporting a very high mobility and increasing inclination toward movement which keep up sprawl but, on the other side, produce elevated congestion onto a weak infrastructural system. It’s an erratic mobility partially based on regular (for trips, time, routes) commuting, also for basic needs. A peculiar feature of Veneto region urban diffusion, but also an expression of contemporary city, causing traditional urban hierarchical system transformation, new centralities development (for shopping, leisure, etc.) and a new arrangement of established urban organization. Institutional reply to this increasing demand has been – also in the recent years – incremental and unsuitable. Local government policies quite exclusively provided basic infrastructural facilities supporting scattering process for houses and factories and promoting a sort of “indifference for localization” (for inhabitants, entrepreneurs, etc.) determined by quite similar accessibility and construction Then national and regional governments supplied big infrastructures (first with “Tangenziale di Mestre”, well-known for its heavy congestion and high pollution levels, then with the widening of Venezia-Padova-Brescia motorway section), meanwhile not only in peak hours traffic jams affect the local roads network, strong support for sprawl. No public investments have been provided to improve rail public transport or intermodal public or public-private transport. In a second and most recent phase, regional government promoted the creation of SFRM, a metropolitan rail public transport in the central region to help commuting and reduce private vehicular circulation, but also supported the construction of new road big infrastructures – such as a toll by-pass called “Passante di Mestre” or the new Pedemontana freeway. In the first case, no new rail tracks have been built. The new transport system is based on old railway network, already unsuitable to the established settlement organization and train frequency seems still low and inappropriate, meanwhile stations and stop not looks so strategic for a control and containment of sprawl. On the other hand, new motorways more then solving mobility problems seem to sustain a new form of sprawl, pushing up the construction of new centralities (such as Veneto City o Quadrante Tessera) where sprawl had not yet affect the country, worsening anthropic pressure in a region already affected by environmental resources waste. Instead of contrasting consumption of soil – as underlined and stated by Regional PTRC – the construction of new road infrastructures is altering the original features of region, enforcing sprawl and encouraging the conversion of rural areas into build-up estates for about 2.000.000 Sqm.
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