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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 significativas 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), intensificando 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 mq. The 'città diffusa' — a complex settlement organization investigated and explained by many researches since the end of the '80es focused on Veneto central region— is very dynamic and in a constant evolution, with elevated soil consumptions and increasing mobility congestion. Surveys show how one of the most influent and basic factor of this growth has been the infrastructural system, mostly in the last twenty/twenty-five years, supporting a very high mobility: an erratic mobility partially based on regular commuting but also for basic needs. Institutional reply to this increasing mobility demand has been incremental and unsuitable, providing various big infrastructures without meaningful public investments to improve rail public transport or intermodal public or public-private transport. This public intervention – instead of contrasting consumption of soil as underlined and stated by Regional Plans – sustains a new form of sprawl, pushing up the construction of new centralities (such as Veneto City o Quadrante Tessera), worsening anthropic pressure in a region already affected by environmental resources waste. 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 mq.

The functional requalification of a modern landfill over the aftercare phase represents a landscape challenge since, in addition to technical and legal problems (also common to other waste management plants), long-term emissions must be taken into account. In fact, if for plants such as incinerators or composting after the operational phase an environmental recovery can be considered full, safe and healthy usable for the society in a relatively short period of time (1-5 years), for landfills the achievement of a sustainable and stable state of waste may require, a time much longer than that of the post-closure phase even for modern landfills (30 years). This state known as "final storage" refers to the quality reached by emissions and waste in chemical, biological and geological terms when all active control measures can be safely removed and it represents the necessary condition to guarantee the landfill requalification and its return back to the community with a new planned use as natural, recreational, didactic and social ones. Also, principles of landscape planning such as the specific legislation, the costs analysis and the territory analysis must be considered.