Suchergebnisse

Il diritto a respirare aria sana nelle scuole è stato sancito già nell'anno 2001 in un documento dell'European Federation of Asthma and Allergy Associations che ha evidenziato scarsa attenzione e assenza di direttive specifiche dell'Unione Europea relativamente agli effetti sulla salute da inquinamento dell'aria nelle scuole, ed è sostenuto dal numero enorme di bambini e ragazzi che frequentano le aule scolastiche. Negli ultimi anni, a livello europeo si è sviluppato un sempre crescente interesse nei confronti dell'effetto della qualità dell'aria dell'indoor scolastico (IAQ) sulla salute dei ragazzi, e sono stati avviati numerosi progetti di ricerca internazionali mirati, appunto, a determinare l'effetto di una cattiva IAQ sulla salute. Il progetto THADE (Towards Healthy Air in Dwellings in Europe), concluso nel 2006, ha prodotto raccomandazioni per un programma europeo sulla qualità dell'aria negli ambienti confinati, tra le quali il controllo della ventilazione e dell'umidità degli edifici per la prevenzione della formazione di muffe. Lo studio HESE (Health Effects of School Environment) ha raccolto per la prima volta nel 2004-2005 informazioni comparabili sulla IAQ di aule in diversi Paesi europei (in Italia, 8 scuole a Siena ed 8 ad Udine) e sulla salute respiratoria dei bambini (242 italiani), evidenziando una cattiva IAQ nelle scuole italiane a causa dei livelli elevati di PM10 e CO2 essenzialmente per l'assenza di un'adeguata ventilazione, e ne ha mostrato effetti sulla salute respiratoria dei bambini. Lo studio HESEINT (Interventions on Health Effects of School Environments), attualmente in corso, prosecuzione del precedente HESE, intende contribuire alla tutela della salute dei bambini europei, incrementando la consapevolezza delle autorità scolastiche per la IAQ con interventi basati su prove scientifiche di efficacia. Lo studio EnVIE (European Coordination Action for Indoor Air Quality and Health Effects), un'azione mirata ad interfacciare scienza e politiche di intervento nel campo della IAQ, ha indicato le principali patologie condizionate dall'esposizione a fattori di rischio indoor proponendo strategie da adottare per ridurne l'impatto sulla salute. Lo studio europeo SEARCH (School Environment And Respiratory health in CHildren), che ha visto raccogliere, in Italia, misurazioni ambientali ed informazioni sulla salute respiratoria in circa 1000 bambini di scuole in Lombardia, Piemonte, LXVIII.1.2012 • 121 LA QUALITÀ DELL'ARIA INDOOR NELLE SCUOLE: RISCHI PER MALATTIE RESPIRATORIE E ALLERGICHE QUADRO CONOSCITIVO DELLA SITUAZIONE ITALIANA E STRATEGIE DI PREVENZIONE Igiene e Sanità Pubblica - Atti del Workshop Lazio, Sardegna e Sicilia, ha ulteriormente confermato la scarsa qualità dell'aria all'interno delle aule. La prevenzione ed il controllo delle patologie correlate agli ambienti indoor sono obiettivi prioritari della Strategia per l'ambiente e salute dell'Unione Europea: l'iniziativa "SCALE" (Science, Children, Awareness, Legal instrument, Evaluation) identifica come prioritaria, per lo sviluppo umano ed economico, la protezione della salute dei bambini dalle minacce dell'ambiente, compresi gli ambienti indoor. Tale strategia è stata anche sviluppata nella recente Fifth Ministerial Conference on Environment and Health organizzata dall'OMS - Regione Europea (Parma, marzo 2010). Tutto ciò ha contribuito alla produzione, da parte dell'OMS, di linee guida per la prevenzione di umidità e muffe negli ambienti indoor (2009) e, più in generale, sulla IAQ (2010). A livello Italiano, un programma di prevenzione per gli ambienti indoor è previsto nelle "Linee Guida per la tutela e la promozione della salute negli ambienti confinati" (Accordo tra Ministro della Salute, Regioni e Province autonome - G.U. del 27 novembre 2001, n.276, SO n. 252), mentre, dopo una lunga gestazione nell'ambito della Conferenza Stato-Regioni, sulla GURI n. 9 del 13 gennaio 2011 è stato pubblicato lo "Schema di linee di indirizzo per la prevenzione nelle scuole dei fattori di rischio indoor per allergie e asma". Contestualmente, la componente italiana dell'Alleanza Globale contro le Malattie Respiratorie croniche (GARD) ha istituito nel marzo 2010 un gruppo di lavoro per definire un "Programma di prevenzione per le scuole dei rischi indoor per malattie respiratorie e allergiche". Sulla stesa linea si pone il progetto paneuropeo "SINPHONIE" (Schools Indoor Pollution and Health: Observatory Network in Europe), attualmente in corso, che dovrà produrre linee guida sulle possibili misure di intervento per migliorare la qualità dell'IAQ scolastica nei diversi contesti nazionali, diffondendole agli stakeholder locali. Ancora, altro progetto sviluppato a livello internazionale nell'ambito del PO Italia-Malta 2007-2013, è "RESPIRA" (Indoor and Outdoor Air Quality and Respiratory Health in Malta and Sicily) mirato alla contemporanea valutazione degli effetti dell'IAQ scolastica e domestica e della qualità dell'aria outdoor su campioni di popolazione di Malta e della Provincia siciliana di Caltanissetta. Tra le iniziative sviluppate a livello locale, vanno ricordati gli studi condotti su un ampio campione di studenti di Scuola Secondaria di primo Grado tra il 2005 e il 2009 a Palermo, che hanno fornito dati sull'effetto dell'indoor domestico sulla salute respiratoria degli adolescenti. Rimane però immutata la necessità di penetrare nelle dinamiche delle politiche locali, al fine di far sì che, dalle dimostrazioni scientifiche degli effetti nocivi sulla salute di una cattiva IAQ, si passi ai necessari interventi. A tale riguardo, il progetto CCM 2010 "Indoor-School" (Esposizione ad inquinanti indoor: linee guida per la valutazione dei fattori di rischio in ambiente scolastico e definizione delle misure per la tutela della salute respiratoria degli scolari e degli adolescenti), sviluppato in sette diverse Regioni italiane è stato designare l'effetto sulla salute dei ragazzi e sull'IAQ delle scuole dell'implementazione delle linee guida esistenti sull'indoor scolastico

The environmental condition of Beijing is characterized by high level of entropy mainly referable to the air pollution that considerably affects the conditions of urban life. The basic idea of this text is to succeed in finding a thread among some building realizations and infrastructures in course of completion and in verifying, also thanks to the use of advanced technologies, the entropic or neghentropic contribution to the actual quality of life in the Chinese capital. The buildings considered useful for an investigation are the following: The Olympic Stadium, destined to entertain about 90 thousand spectators and covered with more than one thousand solar panels to satisfy the whole energetic requirement of the structure and of the surrounding area; the National Aquatic Centre (known as "water cube") inside which competitions of aquatic sports will take place and thanks to the new technologies it will be possible to recycle tons of water a year; the new terminal n.3 of the Beijing Capital Airport, designed by Sir Norman Foster, which will become, with its 66 million passengers, the biggest terminal all over the world. The paper describes the sudden transformations that the Chinese capital is undergoing in the last years, which are contributing to conform its new pattern of world city reshaped to the western model. ; La capitale cinese è stata investita, negli ultimi anni, da un travolgente processo di crescita economica che ha prodotto profonde trasformazioni anche nel sistema fisico della città. I giochi olimpici rappresentano, in tal senso un acceleratore del mutamento ma forse anche un utile giustificazione alle radicali sostituzioni urbane operate. La grave crisi ambientale che interessa la città e l'intera Cina, richiederebbe politiche di lungo termine, non contingenti ed orientate ad assicurare una soddisfacente qualità urbana (in particolare dell'aria) solo per il periodo dei Giochi. Le nuove architetture olimpiche, splendidi simboli della nuova Cina, sembrano porre la sostenibilità e la compatibilità ambientale alla base del loro concetti generatori, ma potrebbero rappresentare degli episodi isolati all'interno di un sistema fortemente entropico. Tale entropia rischia di essere ulteriormente incrementata dalla nuova mobilità veicolare che anche il grande evento sportivo contribuirà a generare. L'articolo, ripercorrendo tali temi, cerca di verificare il carattere entropico o neghentropico del grande evento olimpico che sta per mostrare al mondo l'assetto funzionale e l'aspetto fisico della nuova Cina.

The environmental condition of Beijing is characterized by high level of entropy mainly referable to the air pollution that considerably affects the conditions of urban life. The basic idea of this text is to succeed in finding a thread among some building realizations and infrastructures in course of completion and in verifying, also thanks to the use of advanced technologies, the entropic or neghentropic contribution to the actual quality of life in the Chinese capital. The buildings considered useful for an investigation are the following: The Olympic Stadium, destined to entertain about 90 thousand spectators and covered with more than one thousand solar panels to satisfy the whole energetic requirement of the structure and of the surrounding area; the National Aquatic Centre (known as "water cube") inside which competitions of aquatic sports will take place and thanks to the new technologies it will be possible to recycle tons of water a year; the new terminal n.3 of the Beijing Capital Airport, designed by Sir Norman Foster, which will become, with its 66 million passengers, the biggest terminal all over the world. The paper describes the sudden transformations that the Chinese capital is undergoing in the last years, which are contributing to conform its new pattern of world city reshaped to the western model. ; La capitale cinese è stata investita, negli ultimi anni, da un travolgente processo di crescita economica che ha prodotto profonde trasformazioni anche nel sistema fisico della città. I giochi olimpici rappresentano, in tal senso un acceleratore del mutamento ma forse anche un utile giustificazione alle radicali sostituzioni urbane operate. La grave crisi ambientale che interessa la città e l'intera Cina, richiederebbe politiche di lungo termine, non contingenti ed orientate ad assicurare una soddisfacente qualità urbana (in particolare dell'aria) solo per il periodo dei Giochi. Le nuove architetture olimpiche, splendidi simboli della nuova Cina, sembrano porre la sostenibilità e la compatibilità ambientale alla base del loro concetti generatori, ma potrebbero rappresentare degli episodi isolati all'interno di un sistema fortemente entropico. Tale entropia rischia di essere ulteriormente incrementata dalla nuova mobilità veicolare che anche il grande evento sportivo contribuirà a generare. L'articolo, ripercorrendo tali temi, cerca di verificare il carattere entropico o neghentropico del grande evento olimpico che sta per mostrare al mondo l'assetto funzionale e l'aspetto fisico della nuova Cina.

In recent years several European cities (such as London, Stockholm and Milan) have introduced pricing policies as a tool for managing transport demand, especially to yield a temporal, spatial and modal redistribution of travel, and particularly rebalance the modal split between private vehicles and mass-transit systems. Indeed, the interaction between user behaviours (whose choices are affected by transportation network performances) and transportation networks (whose performances are depending on the number of travelling users/vehicles) brings the system about a condition, defined in the literature as User Equilibrium, which does not correspond to overall utility maximisation and fails to take account of external costs. The discrepancy between the User Equilibrium condition and the efficient use of transportation systems (condition indicated in the literature as System Equilibrium) comes from user behaviour in making mobility choices: an additional user, entering a traffic flow, considers a travel cost that does not include the cost increase imposed on the other travellers in the network. In other words, travellers try to maximise their own utility or private benefits instead of considering social welfare. It is shown that efficient transportation system use can be achieved by charging 'efficient tolls' on network links. The optimal situation can be reached by the imposition of a tax (or toll) that will reconcile the private cost and the social cost. These tolls, called Marginal Social Cost Pricing (MSCP) tolls, are equal to negative externalities (such as congestion cost, travel delays, air pollution, accidents) imposed on other travellers by an additional user and are one of the most popular tools for pricing applications. For several reasons (theoretical, political, social acceptability) it is impossible to charge "efficient tolls" (first-best solutions) proposed in the literature; therefore in real networks sub-optimal tolls (second-best solutions) are applied. Moreover, one of the main problems related to pricing policy application is their acceptability among community and/or social categories (such as shopkeepers, residents, commuters, etc.) leading to conflicts and oppositions. In this paper we analyse the effects on optimal fare design when pricing revenues are wholly or partly used for improving public transport. In particular, we formulate a toll computation model through a multidimensional constrained optimisation problem according to economic theory in a multimodal and multiuser context, where multimodal features are calculated explicitly on the network for each fare configuration. The model is then applied on a trial network (built with heterogeneous values of relative accessibility among different traffic zones) and several secondbest strategies are analysed with particular attention to possible effects of road pricing revenue use on social welfare and fare levels.

Recently urban freight transport has become an important social issue in terms of the increasing level of traffic congestion, negative impacts on the environment, traffic safety and accidents as well energy consumption. The situation is getting worse by currents trends in supply chain organisation (e.g. just in time delivery, fragmentation of loads) which have led to an exponential increase in the number of freight emissions, especially for small parcels that are often carried by empty transport vehicles. The EU policy and legislation relevant to urban mobility has been developed with significant funding provided through several programmes (FP, INTERREG, LIFE, URBAN, CIVITAS, URBAN etc.). The CityLog project – co-funded within FP7 and with 18 European partners coordinated by Centro Ricerche Fiat – aims at increasing the sustainability and the efficiency of urban delivery of goods through an adaptive and integrated mission management and innovative vehicle solutions. Three action domains have been identified to improve today's city logistic system: - logistic-oriented telematic services are expected to give a decisive contribution to improve mission planning processes through an optimized routing and drivers' support systems. Towards the final customers, tracking and communication capabilities should be deployed to reduce the number of unsuccessful deliveries; - vehicle technologies will represent a key factor to increase the operational flexibility of lorries and vans. It means that the vehicles shall be requested to support different mission profiles, and this will allow to reduce their number. In other words, what should be achieved is the interoperability among the vehicles, especially in terms of load unit handling; - innovative load units shall be carefully designed to operate, like the vehicles, in different missions. Therefore, a re-configurable internal layout will enable different uses either as simple container or mobile pack station (BentoBox concept). In the latter case, the goal is the de-synchronization of the delivery process between operators and final customers in order to reduce the unsuccessful deliveries. The innovative approach of CityLog will lead to decrease the number and optimise the use of delivery trucks in urban areas, while bringing an increased quality of services. From the logistics operator point of view the groundbreaking CityLog solutions and technologies are of highest interest due to the increased energy efficiency and quality of services. Concerning the perspectives, the conference on the Future of Transport organized by the European Commission in March 2009 rightly identified the urban context as one of the main challenges to transport policies in terms of both sustainability (CO2, air pollution) and competitiveness (congestion). This will have an impact on the design of the transport system as a whole, and the urban context will increasingly serve as a "laboratory" for the transport sector in the years to come; a testing ground for the development of new technological and financial solutions.

Contemporary city is mainly designed and managed in order to meet drivers' needs (and those of their vehicles!). (Alagia, Chiusaroli 2000; Viale 2007; Ward 1978) And since there is an unsolvable conflict between drivers' and pedestrians' needs (and cyclists, skaters, runners, . needs too), we can say that contemporary city is not capable of ensuring the right of pedestrians (and cyclists) to safely and freely walk (and to safely and freely cycle). (Illich 2006; Labbucci 2011; Viale 2007) Urban traffic congestion has a number of negative effects: road accidents, air pollution, noise pollution, time wastage, privatization of public spaces, limitation of the right of pedestrians (and cyclists) to walk (and to cycle). All these negative effects cause a significant reduction of everyday quality of life for everyone: both people who use car and people who cannot or does not want to. (Alagia, Chiusaroli 2000; Viale 2007) Urban planning has to guarantee the right to actually "use" the city for every and each individual, including pedestrians (and cyclists). To achieve this goal it is necessary to make policies aimed at reducing the overall number of cars. The engagement of people (voluntary, aware and responsible) is essential to make these policies work. Therefore, urban planning has to deal with this issue: how can social learning be effectively enhanced to promote a cultural change in mobility behaviour? Until now, urban planning has mainly referred to reasons of environmental sustainability. (Viale 2007) Results are not satisfactory. Most Italian cities are still hostile to pedestrians (and cyclists), especially to the most vulnerable groups: children, elderly people, disabled people, etc. Perhaps, reasons of environmental sustainability are not much effective because of their individualistic nature and since they refer especially to long term effects of actions. (Elster 1993; Illich 2006; Viale 2007) Urban planning probably should concentrate more on reasons of the right to the city. There are people who choose to be pedestrians (or cyclists) for reasons of the right to the city: they walk (or cycle) to interfere with established urban design and management, in order to claim their right to "use" the city. Their main goal is to free the streets and the public spaces from cars and to bring them back to pedestrians (and cyclists). People who promote and participate in collective initiatives like Critical Mass, Walking School Bus, Parking Day, etc. can be considered part of this category. In this paper, we will try to explain why and how referring to assumptions and characteristics of these collective initiatives of re-conquest of the streets and the spaces of the city (public on paper, but private de facto) can be useful to make more effective policies aimed at building walkable (and cyclable) cities. ; La città contemporanea è disegnata e organizzata prevalentemente per soddisfare le esigenze di chi si sposta utilizzando l'automobile, è una città a misura di automobilista. Di conseguenza, chi non vuole o (più spesso) non può usare l'automobile per effettuare i propri spostamenti vede negarsi quotidianamente la possibilità di esercitare pienamente il proprio diritto fondamentale di muoversi liberamente, autonomamente e in sicurezza e la possibilità di "usare" gli spazi della città sottratti dalle automobili all'uso pubblico e collettivo. Compito dell'urbanistica è definire e attuare progetti e politiche di promozione del diritto di mobilità e del diritto alla città per tutti e ciascuno. Progetti e politiche che devono necessariamente prevedere una riduzione del numero complessivo di automobili circolanti. Per ottenere questo importante ma difficile risultato è necessario attivare la collaborazione volontaria, consapevole e responsabile degli abitanti. L'urbanistica deve dunque porsi il problema di come attivare l'apprendimento sociale in grado di determinare un vero e proprio cambiamento culturale in materia di mobilità. In questo articolo proveremo a spiegare perché e come può essere utile fare riferimento ai presupposti e alle modalità d'azione di quell'insieme di iniziative collettive, spesso giocose, di riappropriazione, "liberazione", occupazione degli spazi e delle strade della città che, pur essendo pubblici sulla carta, sono di fatto privatizzati, perché ad uso pressoché esclusivo dalle automobili: Critical Mass, Piedibus, Parking Day, ecc.

Contemporary city is mainly designed and managed in order to meet drivers' needs (and those of their vehicles!). (Alagia, Chiusaroli 2000; Viale 2007; Ward 1978) And since there is an unsolvable conflict between drivers' and pedestrians' needs (and cyclists, skaters, runners, . needs too), we can say that contemporary city is not capable of ensuring the right of pedestrians (and cyclists) to safely and freely walk (and to safely and freely cycle). (Illich 2006; Labbucci 2011; Viale 2007) Urban traffic congestion has a number of negative effects: road accidents, air pollution, noise pollution, time wastage, privatization of public spaces, limitation of the right of pedestrians (and cyclists) to walk (and to cycle). All these negative effects cause a significant reduction of everyday quality of life for everyone: both people who use car and people who cannot or does not want to. (Alagia, Chiusaroli 2000; Viale 2007) Urban planning has to guarantee the right to actually "use" the city for every and each individual, including pedestrians (and cyclists). To achieve this goal it is necessary to make policies aimed at reducing the overall number of cars. The engagement of people (voluntary, aware and responsible) is essential to make these policies work. Therefore, urban planning has to deal with this issue: how can social learning be effectively enhanced to promote a cultural change in mobility behaviour? Until now, urban planning has mainly referred to reasons of environmental sustainability. (Viale 2007) Results are not satisfactory. Most Italian cities are still hostile to pedestrians (and cyclists), especially to the most vulnerable groups: children, elderly people, disabled people, etc. Perhaps, reasons of environmental sustainability are not much effective because of their individualistic nature and since they refer especially to long term effects of actions. (Elster 1993; Illich 2006; Viale 2007) Urban planning probably should concentrate more on reasons of the right to the city. There are people who choose to be pedestrians (or cyclists) for reasons of the right to the city: they walk (or cycle) to interfere with established urban design and management, in order to claim their right to "use" the city. Their main goal is to free the streets and the public spaces from cars and to bring them back to pedestrians (and cyclists). People who promote and participate in collective initiatives like Critical Mass, Walking School Bus, Parking Day, etc. can be considered part of this category. In this paper, we will try to explain why and how referring to assumptions and characteristics of these collective initiatives of re-conquest of the streets and the spaces of the city (public on paper, but private de facto) can be useful to make more effective policies aimed at building walkable (and cyclable) cities. ; La città contemporanea è disegnata e organizzata prevalentemente per soddisfare le esigenze di chi si sposta utilizzando l'automobile, è una città a misura di automobilista. Di conseguenza, chi non vuole o (più spesso) non può usare l'automobile per effettuare i propri spostamenti vede negarsi quotidianamente la possibilità di esercitare pienamente il proprio diritto fondamentale di muoversi liberamente, autonomamente e in sicurezza e la possibilità di "usare" gli spazi della città sottratti dalle automobili all'uso pubblico e collettivo. Compito dell'urbanistica è definire e attuare progetti e politiche di promozione del diritto di mobilità e del diritto alla città per tutti e ciascuno. Progetti e politiche che devono necessariamente prevedere una riduzione del numero complessivo di automobili circolanti. Per ottenere questo importante ma difficile risultato è necessario attivare la collaborazione volontaria, consapevole e responsabile degli abitanti. L'urbanistica deve dunque porsi il problema di come attivare l'apprendimento sociale in grado di determinare un vero e proprio cambiamento culturale in materia di mobilità. In questo articolo proveremo a spiegare perché e come può essere utile fare riferimento ai presupposti e alle modalità d'azione di quell'insieme di iniziative collettive, spesso giocose, di riappropriazione, "liberazione", occupazione degli spazi e delle strade della città che, pur essendo pubblici sulla carta, sono di fatto privatizzati, perché ad uso pressoché esclusivo dalle automobili: Critical Mass, Piedibus, Parking Day, ecc.

The themes of energy saving and sustainability head the list of all the policy statements on development, issued by governments throughout Europe and many other countries in the world.We are forever being called upon to change our lifestyle and our ideas of well-being that are causing an exaggerated and ever increasing waste of energy and resources, while the overall impact of the human species on natural systems continues to grow.Even the construction sector which apparently seems to have a secondary role, due to the fact that it "generates" production, consumption and services, but also because it is subject to other types of pollution, is in reality of central interest and, rightly, can be given a primary role.The most recent regulations invite us to "build in a sustainable way", re-appropriating the set of themes that have been forgotten for too long such as the direct relationship with the natural system on which we intervene. Recent legislation also encourages us to optimize material and technical-constructive characteristics relating to safety, to use passive systems in order to make buildings functional and to employ natural air conditioning.Safeguarding our country from all points of view is now a duty. Being aware of the risks is a necessary prerequisite to ensure the safety of the inhabitants of a territory. This awareness must be channeled into an individual and collective responsibility, and into the programming of strategies which will prove to be decisive for the community. Abitare la fragilità: strategie per la messa in sicurezza del patrimonio edilizio esistente I temi del risparmio energetico e della sostenibilità sono in testa a tutte le dichiarazioni programmatiche sullo sviluppo, emanate dai governi europei e di molti altri paesi del mondo.Siamo incessantemente richiamati a modificare il nostro stile di vita e i nostri modelli di benessere che stanno determinando un esagerato e crescente spreco di energia e di risorse, così come continua a crescere l'impatto complessivo della specie umana ...

SENTIERI Project (Mortality study of residents in Italian polluted sites) studies mortality of residents in the sites of national interest for environmental remediation (Italian polluted sites, IPS). IPSs are located in the vicinity of industrial areas, either active or dismissed, near incinerators or dumping sites of industrial or hazardous waste. SENTIERI includes 44 out of 57 sites comprised in the "National environmental remediation programme". For each IPS contamination data were collected, both from the national and local environmental remediation programmes. Contamination data are mainly for private industrial areas; municipal and/or green and agricultural areas were poorly studied, therefore it is difficult to assess the environmental exposure of populations living inside and/or near IPSs. Each one of 44 SENTIERI IPSs includes one or more municipalities. Mortality in the period 1995-2002 was studied for 63 single or grouped causes at municipality level computing: crude rate, standardized rate, standardized mortality ratios (SMR), and SMR adjusted for an ad hoc deprivation index. Regional populations were used as reference for SMR calculation. The deprivation index was constructed using 2001 national census variables on the following socioeconomic domains: education, unemployment, dwelling ownership and overcrowding. A characterizing element of SENTIERI Project is the a priori evaluation of the epidemiological evidence of the causal association between cause of death and exposure. Exposures for which epidemiological evidence was assessed are divided into IPSs environmental exposures and other exposures. The former are defined on the basis of the decrees defining sites' boundaries; they are coded as chemicals, petrochemicals and refineries, steel plants, power plants, mines and/or quarries, harbour areas, asbestos or other mineral fibres, landfills and incinerators. The other exposures, considered for their ascertained adverse health effects are: air pollution, active and passive smoking, alcohol intake, occupational exposure and socioeconomic status. The epidemiologists in SENTIERI Working Group (WG) developed a procedure to examine the epidemiological literature published from 1998 to 2009; the WG identified a hierarchy in the literature examined to classify each combination of cause of death and exposure in terms of strength of causal inference. The selected epidemiological information included primary sources (handbooks and Monographs and Reports of international and national scientific institutions), statistical re-analyses, literature reviews, multi-centric studies and single investigations. This hierarchy relies on the epidemiological community consensus, on assessments based on the application of standardized criteria, weighting the studies design and the occurrence of biased results. Therefore, to put forward the assessment, the criteria firstly favoured primary sources and quantitative meta-analyses and, secondly, consistency among sources. The epidemiological evidence of the causal association was classified into one of these three categories: Sufficient (S), Limited (L), and Inadequate (I). The procedures and results of the evidence evaluation have been presented in a 2010 Supplement of Epidemiologia & Prevenzione devoted to SENTIERI. SENTIERI studied IPS-specific mortality and the overall mortality profile in all the IPSs combined. Some IPS-specific results are noteworthy and are herementioned. The presence of asbestos (or asbestiform fibres in Biancavilla) was the motivation for including six IPSs (Balangero, Emarese, Casale Monferrato, Broni, Bari-Fibronit, Biancavilla) in the "National environmental remediation programme". In these sites (with the only exception of Emarese) increases in malignant pleural neoplasm mortality were observed, in four of them the excess was in both genders. In six other sites (Pitelli, Massa Carrara, Aree del litorale vesuviano, Tito, Area industriale della Val Basento, Priolo), in which additional sources of environmental pollution were reported, mortality from malignant pleural neoplasm was increased in both genders in Pitelli, Massa Carrara, Priolo and Litorale vesuviano. In the twelve sites where asbestos was mentioned in the decree, a total of 416 extra cases of malignant pleural neoplasms were computed. Asbestos and pleural neoplasm represent an unique case. Unlike mesothelioma, most causes of death analyzed in SENTIERI have multifactorial etiology, furthermore in most IPSs multiple sources of different pollutants are present, sometimes concurrently with air pollution from urban areas: in these cases, drawing conclusions on the association between environmental exposures and specific health outcomes might be complicated. Notwithstanding these difficulties, in a number of cases an etiological role could be attributed to some environmental exposures. The attribution could be possible on the basis of increases observed in both genders and in different age classes, and the exclusion of a major role of occupational exposures was thus allowed. For example, a role of emissions fromrefineries and petrochemical plants was hypothesized for the observed increases in mortality from lung cancer and respiratory diseases in Gela and Porto Torres; a role of emissions frommetal industries was suggested to explain increased mortality from respiratory diseases in Taranto and in Sulcis-Iglesiente-Guspinese. An etiological role of air pollution in the raise in congenital anomalies and perinatal disorders was suggested in Falconara Marittima, Massa-Carrara,Milazzo and Porto Torres. A causal role of heavy metals, PAH's and halogenated compounds was suspected for mortality from renal failure in Massa Carrara, Piombino, Orbetello, Basso Bacino del fiume Chienti and Sulcis-Iglesiente- Guspinese. In Trento-Nord, Grado and Marano, and Basso bacino del fiume Chienti increases in neurological diseases, for which an etiological role of lead, mercury and organohalogenated solvents is possible, were reported. The increase for non- Hodgkin lymphomas in Brescia was associated with the widespread PCB pollution. SENTIERI Project assessed also the overall mortality profile in all the IPSs combined. The mortality for causes of death with a priori Sufficient or Limited evidence of causal association with the environmental exposure showed 3 508 excess deaths for all causes, corresponding to 439 per year; the number of excess deaths was 1 321 for respiratory diseases, 898 for lung cancer and 588 for pleural neoplasms. When considering excess mortality with no restriction to causes of death with a priori Sufficient or Limited evidence of causal association with the environmental exposure, the number of excess deaths for all causes was 9 969 (SMR 102.5, about 1 200 excess deaths per year; the excess was 4 309 for all neoplasms (SMR 103.8, about 538 excess deaths per year), 1 887 for circulatory systemdiseases, and 600 for respiratory systemdiseases. Most of these excesses were observed in IPSs located in Southern and Central Italy. The distribution of the causes of deaths showed that the excesses are not evenly distributed: cancer mortality accounts for 30% of all deaths, but it is 43.2% of the excess deaths (4 309 cases out of 9 969). Conversely, the percentage of excesses in noncancer causes is 19%, while their share of total mortality is 42%. SENTIERI is affected by some limitations, such as the ecological study design and a time window of observation possibly inappropriate to account for induction-latency time; the analyzed outcome (mortality instead than incidence) might be unsuitable as well. Despite its limitations, SENTIERI documented increased mortality for single IPSs and an overall burden of disease in residents in Italian polluted sites. These excesses could be attributed to multiple risk factors, that include also the environmental exposures. The study results will be shared with the Ministries of Health and Environment, Regional governments, Regional environmental protection agencies, Local health authorities and municipalities. A collaborative approach between institutions in charge of environmental protection and health promotion will foster, among else, a scientifically sound and transparent communication process with concerned populations. ; Il Progetto SENTIERI (Studio Epidemiologico Nazionale dei Territori e degli Insediamenti Esposti a Rischio da Inquinamento) riguarda l'analisi della mortalit? delle popolazioni residenti in prossimit? di una serie di grandi centri industriali attivi o dismessi, o di aree oggetto di smaltimento di rifiuti industriali e/o pericolosi, che presentano un quadro di contaminazione ambientale e di rischio sanitario tale da avere determinato il riconoscimento di "siti di interesse nazionale per le bonifiche" (SIN). Lo studio ha preso in considerazione 44 dei 57 siti oggi compresi nel "Programma nazionale di bonifica", che coincidono con i maggiori agglomerati industriali nazionali; per ciascuno di essi si ? proceduto a una raccolta di dati di caratterizzazione, e successivamente a una loro sintesi. La maggior parte dei dati raccolti proviene dai progetti di bonifica ipotizzati per i diversi siti, da cui si evince che oggetto di caratterizzazione e di valutazione del rischio sono state prevalentemente le aree private industriali, quelle, cio?, ritenute causa delle diverse tipologie di inquinamento (definite in SENTIERI esposizioni ambientali). Le aree pubbliche cittadine e/o a verde pubblico e le aree agricole comprese all'interno dei SIN sono state poco investigate. I SIN studiati sono costituiti da uno o pi? Comuni. La mortalit? ? stata studiata per ogni sito, nel periodo 1995-2002, attraverso i seguenti indicatori: tasso grezzo, tasso standardizzato, rapporto standardizzato di mortalit? (SMR) e SMR corretto per un indice di deprivazione socioeconomica messo a punto ad hoc. Nella standardizzazione indiretta sono state utilizzate come riferimento le popolazioni regionali. L'indice di deprivazione ? stato calcolato sulla base di variabili censuarie appartenenti ai seguenti domini: istruzione, disoccupazione, propriet? dell'abitazione, densit? abitativa. Gli indicatori di mortalit? sono stati calcolati per 63 cause singole o gruppi di cause. La presenza di amianto (o di fibre asbestiformi a Biancavilla) ? stata la motivazione esclusiva per il riconoscimento di sei SIN (Balangero, Emarese, Casale Monferrato, Broni, Bari-Fibronit e Biancavilla). In tutti i siti (con l'esclusione di Emarese) si sono osservati incrementi della mortalit? per tumore maligno della pleura e in quattro siti i dati sono coerenti in entrambi i generi. In sei siti con presenza di altre sorgenti di inquinamento oltre all'amianto, la mortalit? per tumore maligno della pleura ? in eccesso in entrambi i generi a Pitelli, Massa Carrara, Priolo e nell'Area del litorale vesuviano. Nel periodo 1995-2002 nell'insieme dei dodici siti contaminati da amianto sono stati osservati un totale di 416 casi di tumore maligno della pleura in eccesso rispetto alle attese. Quando gli incrementi di mortalit? riguardano patologie con eziologia multifattoriale, e si ? in presenza di siti industriali con molteplici ed eterogenee sorgenti emissive, talvolta anche adiacenti ad aree urbane a forte antropizzazione, rapportare il profilo di mortalit? a fattori di rischio ambientali pu? risultare complesso. Tuttavia, in alcuni casi ? stato possibile attribuire un ruolo eziologico all'esposizione ambientale associata alle emissioni di impianti specifici (raffinerie, poli petrolchimici e industrie metallurgiche). Tale attribuzione viene rafforzata dalla presenza di eccessi di rischio in entrambi i generi, e in diverse classi di et?, elementi che consentono di escludere ragionevolmente un ruolo prevalente delle esposizioni professionali. Per esempio, per gli incrementi di mortalit? per tumore polmonare e malattie respiratorie non tumorali, a Gela e Porto Torres ? stato suggerito un ruolo delle emissioni di raffinerie e poli petrolchimici, a Taranto e nel Sulcis-Iglesiente-Guspinese un ruolo delle emissioni degli stabilimenti metallurgici. Negli eccessi di mortalit? per malformazioni congenite e condizioni morbose perinatali ? stato valutato possibile un ruolo eziologico dell'inquinamento ambientale a Massa Carrara, Falconara, Milazzo e Porto Torres. Per le patologie del sistema urinario, in particolare per le insufficienze renali, un ruolo causale di metalli pesanti, IPA e composti alogenati ? stato ipotizzato a Massa Carrara, Piombino, Orbetello, nel Basso bacino del fiume Chienti e nel Sulcis-Iglesiente-Guspinese. Incrementi di malattie neurologiche per i quali ? stato sospettato un ruolo eziologico di piombo, mercurio e solventi organo alogenati sono stati osservati rispettivamente a Trento Nord, Grado e Marano e nel Basso bacino del fiume Chienti. L'incremento dei linfomi non-Hodgkin a Brescia ? stato messo in relazione con la contaminazione diffusa da PCB. Ulteriori elementi di interesse sono stati forniti dalle stime globali della mortalit? nell'insieme dei siti oggetto del Progetto SENTIERI. In particolare, ? emerso che la mortalit? in tutti i SIN, per le cause di morte con evidenza a priori Sufficiente o Limitata per le esposizioni ambientali presenti supera l'atteso, con un SMR di 115.8 per gli uomini (IC 904.4-117.2, 2 439 decessi in eccesso) e 114.4 per le donne (IC 902.4-116.5; 1 069 decessi in eccesso). Tale sovramortalit? si riscontra anche estendendo l'analisi a tutte le cause di morte, cio? non solo per quelle con evidenza a priori Sufficiente o Limitata: il totale dei decessi, per uomini e donne, ? di 403 692, in eccesso rispetto all'atteso di 9 969 casi (SMR 102.5%; IC 902.3-102.8), con una media di oltre 1 200 casi annui. Si ritiene opportuno ricordare che il Progetto SENTIERI, per obiettivi, disegno e metodi, rappresenta uno strumento descrittivo che verifica, in prima istanza, se e quanto il profilo di mortalit? delle popolazioni che vivono nei territori inclusi in aree di interesse nazionale per le bonifiche si discosti da quello cause delle popolazioni di riferimento. Ai fini dell'interpretazione dei risultati, si ricorda che la presenza di eccessi di mortalit? pu? indicare un ruolo di esposizioni ambientali con un grado di persuasivit? scientifica che dipende dai diversi specifici contesti; invece, un quadro di mortalit? che non si discosti da quello di riferimento potrebbe riflettere l'assenza di esposizioni rilevanti, ma anche l'inadeguatezza dell'indicatore sanitario utilizzato (mortalit? invece di incidenza) rispetto al tipo di esposizioni presenti, o della finestra temporale nella quale si analizza la mortalit? rispetto a quella rilevante da un punto di vista dell'esposizione. La condivisione dei risultati con i ministeri della salute e dell'ambiente, le Regioni, le ASL, le ARPA e i Comuni interessati consentir? l'attivazione di sinergie fra le strutture pubbliche con competenze in materia di protezione dell'ambiente e di tutela della salute, e su questa base l'avvio di un processo di comunicazione con la popolazione scientificamente fondato e trasparente. Parole chiave: siti di interesse nazionale per le bonifiche (SIN), mortalit? geografica, impatto sanitario ambientale, Italia

La logistica urbana rappresenta oggi una delle principali sfide per una mobilità sostenibile. La distribuzione delle merci in città paga infatti in competitività quei problemi di cui è in parte responsabile: traffico, inquinamento, incidenti etc. Negli ultimi anni la sensibilità su questi aspetti di sostenibilità ambientale è cresciuta in maniera netta, e a livello europeo molta strada è stata fatta per predisporre le risposte più adeguate. Il progetto europeo CityLog, finanziato nell'ambito del Settimo Programma Quadro, vede oggi collaborare diciotto partner europei coordinati dal Centro Ricerche Fiat per migliorare la logistica urbana agendo lungo tre direttrici: • servizi telematici orientati alla logistica, per dare un contributo decisivo al miglioramento della pianificazione delle missioni utilizzando strumenti per il routing ottimizzato dei veicoli e il supporto informativo costante agli autisti dei veicoli; • soluzioni a bordo veicolo, che rappresentano un fattore chiave per aumentare la flessibilità operativa di camion e furgoni; • unità di carico innovative, accuratamente progettate per essere utilizzate su veicoli diversi in missioni diverse. Ne deriva pertanto una famiglia di container compatti con un layout interno riconfigurabile così da poter essere utilizzati per scopi diversi. ; Recently urban freight transport has become an important social issue in terms of the increasing level of traffic congestion, negative impacts on the environment, traffic safety and accidents as well energy consumption. The situation is getting worse by currents trends in supply chain organisation (e.g. just in time delivery, fragmentation of loads) which have led to an exponential increase in the number of freight emissions, especially for small parcels that are often carried by empty transport vehicles. The EU policy and legislation relevant to urban mobility has been developed with significant funding provided through several programmes (FP, INTERREG, LIFE, URBAN, CIVITAS, URBAN etc.). The CityLog project – co-funded within FP7 and with 18 European partners coordinated by Centro Ricerche Fiat – aims at increasing the sustainability and the efficiency of urban delivery of goods through an adaptive and integrated mission management and innovative vehicle solutions. Three action domains have been identified to improve today's city logistic system: • logistic-oriented telematic services are expected to give a decisive contribution to improve mission planning processes through an optimized routing and drivers' support systems. Towards the final customers, tracking and communication capabilities should be deployed to reduce the number of unsuccessful deliveries; • vehicle technologies will represent a key factor to increase the operational flexibility of lorries and vans. It means that the vehicles shall be requested to support different mission profiles, and this will allow to reduce their number. In other words, what should be achieved is the interoperability among the vehicles, especially in terms of load unit handling; • innovative load units shall be carefully designed to operate, like the vehicles, in different missions. Therefore, a re-configurable internal layout will enable different uses either as simple container or mobile pack station (BentoBox concept). In the latter case, the goal is the de-synchronization of the delivery process between operators and final customers in order to reduce the unsuccessful deliveries. The innovative approach of CityLog will lead to decrease the number and optimise the use of delivery trucks in urban areas, while bringing an increased quality of services. From the logistics operator point of view the groundbreaking CityLog solutions and technologies are of highest interest due to the increased energy efficiency and quality of services. Concerning the perspectives, the conference on the Future of Transport organized by the European Commission in March 2009 rightly identified the urban context as one of the main challenges to transport policies in terms of both sustainability (CO2, air pollution) and competitiveness (congestion). This will have an impact on the design of the transport system as a whole, and the urban context will increasingly serve as a "laboratory" for the transport sector in the years to come; a testing ground for the development of new technological and financial solutions.

La logistica urbana rappresenta oggi una delle principali sfide per una mobilità sostenibile. La distribuzione delle merci in città paga infatti in competitività quei problemi di cui è in parte responsabile: traffico, inquinamento, incidenti etc. Negli ultimi anni la sensibilità su questi aspetti di sostenibilità ambientale è cresciuta in maniera netta, e a livello europeo molta strada è stata fatta per predisporre le risposte più adeguate. Il progetto europeo CityLog, finanziato nell'ambito del Settimo Programma Quadro, vede oggi collaborare diciotto partner europei coordinati dal Centro Ricerche Fiat per migliorare la logistica urbana agendo lungo tre direttrici: • servizi telematici orientati alla logistica, per dare un contributo decisivo al miglioramento della pianificazione delle missioni utilizzando strumenti per il routing ottimizzato dei veicoli e il supporto informativo costante agli autisti dei veicoli; • soluzioni a bordo veicolo, che rappresentano un fattore chiave per aumentare la flessibilità operativa di camion e furgoni; • unità di carico innovative, accuratamente progettate per essere utilizzate su veicoli diversi in missioni diverse. Ne deriva pertanto una famiglia di container compatti con un layout interno riconfigurabile così da poter essere utilizzati per scopi diversi. ; Recently urban freight transport has become an important social issue in terms of the increasing level of traffic congestion, negative impacts on the environment, traffic safety and accidents as well energy consumption. The situation is getting worse by currents trends in supply chain organisation (e.g. just in time delivery, fragmentation of loads) which have led to an exponential increase in the number of freight emissions, especially for small parcels that are often carried by empty transport vehicles. The EU policy and legislation relevant to urban mobility has been developed with significant funding provided through several programmes (FP, INTERREG, LIFE, URBAN, CIVITAS, URBAN etc.). The CityLog project – co-funded within FP7 and with 18 European partners coordinated by Centro Ricerche Fiat – aims at increasing the sustainability and the efficiency of urban delivery of goods through an adaptive and integrated mission management and innovative vehicle solutions. Three action domains have been identified to improve today's city logistic system: • logistic-oriented telematic services are expected to give a decisive contribution to improve mission planning processes through an optimized routing and drivers' support systems. Towards the final customers, tracking and communication capabilities should be deployed to reduce the number of unsuccessful deliveries; • vehicle technologies will represent a key factor to increase the operational flexibility of lorries and vans. It means that the vehicles shall be requested to support different mission profiles, and this will allow to reduce their number. In other words, what should be achieved is the interoperability among the vehicles, especially in terms of load unit handling; • innovative load units shall be carefully designed to operate, like the vehicles, in different missions. Therefore, a re-configurable internal layout will enable different uses either as simple container or mobile pack station (BentoBox concept). In the latter case, the goal is the de-synchronization of the delivery process between operators and final customers in order to reduce the unsuccessful deliveries. The innovative approach of CityLog will lead to decrease the number and optimise the use of delivery trucks in urban areas, while bringing an increased quality of services. From the logistics operator point of view the groundbreaking CityLog solutions and technologies are of highest interest due to the increased energy efficiency and quality of services. Concerning the perspectives, the conference on the Future of Transport organized by the European Commission in March 2009 rightly identified the urban context as one of the main challenges to transport policies in terms of both sustainability (CO2, air pollution) and competitiveness (congestion). This will have an impact on the design of the transport system as a whole, and the urban context will increasingly serve as a "laboratory" for the transport sector in the years to come; a testing ground for the development of new technological and financial solutions.

Nowadays the efforts aimed at enhancing the Internal Combustion Engines (ICEs) are mainly focused on the fuel consumption minimization to comply with binding CO2 emission legislation for vehicle homologation. Concerning the Spark-Ignition ICEs, the most widespread path to satisfy the pollutant emission limits is the adoption of a three-way catalyst (TWC) along the exhaust line. As known, this solution poses some issues, such as a low efficiency at cold start or an effectiveness degradation because of aging. In addition, it involves the impossibility to exploit the advantages of lean combustions, since a close to stoichiometric air/fuel mixture is mandatory for efficient TWC operation. For the above reasons, a growing interest towards solutions limiting engine raw emissions is emerging. So future legislation requires new technical measures to increase engine efficiency and reduce pollutant emissions. Here gasoline engines with high specific power have a huge development potential, since, on the one hand, knocking at high Brake Mean Effective Pressure (BMEP) limits thermal efficiency and, on the other hand, high power densities lead to increased thermal loads, which, for component protection reasons, need to be controlled by means of enrichment beyond the stoichiometric air-fuel ratio. This operation leads to increased fuel consumption and to higher pollutant emissions; especially harmful soot particles, hydrocarbons and carbon monoxide are emitted in a higher amount. In addition to known systems, such as exhaust manifolds integrated in the cylinder head for direct cooling of the exhaust gas, extended effective expansion by optimized valve timings (Miller, Atkinson) and external cooled exhaust gas recirculation, also new technologies are being developed for passenger cars. Those technologies primarily aim to widen the lambda one range of the engine in order to maintain the stoichiometric air/fuel ratio throughout the entire engine operating range, which is expected to be required for future Real Driving Emissions (RDE) legislation. The first chapter explains the current situation and future direction of internal combustion engines, with a particular focus on the gasoline engines with high specific power and covers broad regulatory changes in the last year related to tailpipe emissions of criteria pollutants and CO2/fuel economy. Throughout the chapter, a brief overview of internal combustion engines and their future development will be provided so to understand and appreciate why it is still relevant to conduct research in this field, while facilitating the improvement of green technologies in order to achieve a sustainable transportation system. The motivation behind this study and the research direction will also be clarified. Then, a Lamborghini 12-cylinder naturally aspirated spark ignition engine is investigated. The engine is experimentally tested under full and part load operation with two different Air-to-fuel ratio maps. Main performance parameters, in-cylinder pressure cycles and raw pollutant emissions are measured. The engine is schematized in a one-dimensional model (GT-Power™), where "user routines" are employed to simulate turbulence, combustion, knock and pollutant production. 1D model is validated against the experimental data, denoting a good accuracy. The innovative contribution of this section can be hence recognized in the development of a 1D model characterized by a single set of tuning constants allowing for an accurate reproduction of the combustion process in all the engine configurations. As better explained in the following, the combustion model is in fact coupled to a turbulence sub-model, preliminary tuned with reference to 3D-CFD results, in motored operation. This methodology is particularly helpful in the calibration of a VVT engine, where the turbulence levels substantially vary at part load according to the intake/exhaust valve strategies. Combustion and turbulence constants are hence selected through comparisons with few experimental data at full load and 3D results, and then employed at part load and in the optimization process, as well. The results about the raw emissions put into evidence that the numerical approach predicts the experimental data of carbon monoxide (CO) and nitrogen oxides (NO), but it is not enough advanced to reproduce the hydrocarbon (HC) level, although the variations with the engine operating parameters (speed, load, air/fuel ratio) are captured. The model is employed to study the water injection impact to draw the variation trend of the exhaust temperature, performance and the pollutant emissions changing the engine hardware, rather than to predict their absolute levels. The combustion speed takes into account the water presence with a refined correlation of laminar flame velocity and the knock model gives the possibility to set the best spark advance. The water evaporation reduces the in-cylinder temperature and, as a consequence the knock level, is lower. The computed HC, CO and NO maps have been embedded in a vehicle simulation to estimate the impact of the analysed technical solutions on a RDE cycle suggested by Lamborghini. In this way, with a fully numerical approach, a new hardware is analysed and its impact in term of pollutions level is verified on a realistic drive cycle that the new regulations seems to impose. In this way, a new approach to design the future high performance engines has been individuated and the impact of the new regulations can be seen before experimental tests, reducing the time to market and the economic effort. Then, the difference between the engine out emission level and the limit that the regulation imposes can help also to design the after-treatment system. Summarizing, the presented numerical approach showed the potential to predict, on a physical basis, the combined effects of various techniques on the engine performance. This methodology could represent an effective tool to identify the trade-off between engine complexity and expected improvements, contributing to support and drive the development process of new engine/vehicle.

This paper examines some European cases referred to promotion of soft mobility as a new lifestyle aimed to improve benefits on environment and urban liveability. Soft mobility includes any non-motorized transport (human powered mobility). According to this, soft mobility refers to pedestrian, bicycle, roller skate and skateboard transfers. It could be indented as "zeroimpact" mobility too. As a matter of fact, the words to define this way of moving have not been codified yet, therefore mobilitè douce, soft mobility, slow traffic are synonymous in referring mainly to pedestrians and cyclists to indicate alternative to car use. Soft mobility, indeed, can be defined as a special form of sustainable mobility able to optimize urban liveability, by keeping the individual right to move. At present, cities are engaged in defining policies, procedures and interventions to further "slow traffic", both to relieve the traffic congestion, and to work for regeneration and environmental improvements. This asks for an in-depth cooperation between different political and administrative levels to achieve common objectives of development more attentive to environmental concerns. Despite this increasing attention, the idea of a "network" for soft mobility has not been yet achieved and the supply of integrated facilities and services as an alternative to the car use seems to be still difficult of accomplishment. High disparity characterizes European countries in promoting soft mobility: despite a prolific production of laws and roles referred to emergency of adopting alternative ways of moving to minimize negatives impacts (especially air and noise pollution as very threat to health) due to car dependence for urban short distance too. And yet, soft mobility could represent a real occasion of urban and territorial regeneration aimed to rehabilitate some disused paths and routes (greenways). Some successful European cases show how it is possible to capitalize territorial resources by promoting alternative way to visit them. Tourist and leisure activities, in fact, are probably the most suitable to improve a car-free lifestyle. Some pilot projects carried out in alpine regions, for instance, propose to integrate public transport supply with tourist demand of visiting different destinations. "Soft mobility" should be a different way of thinking about mobility and its impact on environment. This is what this article try to underline giving an overview of some European cases of public policies aimed at supporting soft mobility. ; This paper examines some European cases referred to promotion of soft mobility as a new lifestyle aimed to improve benefits on environment and urban liveability. Soft mobility includes any non-motorized transport (human powered mobility). According to this, soft mobility refers to pedestrian, bicycle, roller skate and skateboard transfers. It could be indented as "zeroimpact" mobility too. As a matter of fact, the words to define this way of moving have not been codified yet, therefore mobilitè douce, soft mobility, slow traffic are synonymous in referring mainly to pedestrians and cyclists to indicate alternative to car use. Soft mobility, indeed, can be defined as a special form of sustainable mobility able to optimize urban liveability, by keeping the individual right to move. At present, cities are engaged in defining policies, procedures and interventions to further "slow traffic", both to relieve the traffic congestion, and to work for regeneration and environmental improvements. This asks for an in-depth cooperation between different political and administrative levels to achieve common objectives of development more attentive to environmental concerns. Despite this increasing attention, the idea of a "network" for soft mobility has not been yet achieved and the supply of integrated facilities and services as an alternative to the car use seems to be still difficult of accomplishment. High disparity characterizes European countries in promoting soft mobility: despite a prolific production of laws and roles referred to emergency of adopting alternative ways of moving to minimize negatives impacts (especially air and noise pollution as very threat to health) due to car dependence for urban short distance too. And yet, soft mobility could represent a real occasion of urban and territorial regeneration aimed to rehabilitate some disused paths and routes (greenways). Some successful European cases show how it is possible to capitalize territorial resources by promoting alternative way to visit them. Tourist and leisure activities, in fact, are probably the most suitable to improve a car-free lifestyle. Some pilot projects carried out in alpine regions, for instance, propose to integrate public transport supply with tourist demand of visiting different destinations. "Soft mobility" should be a different way of thinking about mobility and its impact on environment. This is what this article try to underline giving an overview of some European cases of public policies aimed at supporting soft mobility.

This paper examines some European cases referred to promotion of soft mobility as a new lifestyle aimed to improve benefits on environment and urban liveability. Soft mobility includes any non-motorized transport (human powered mobility). According to this, soft mobility refers to pedestrian, bicycle, roller skate and skateboard transfers. It could be indented as "zeroimpact" mobility too. As a matter of fact, the words to define this way of moving have not been codified yet, therefore mobilitè douce, soft mobility, slow traffic are synonymous in referring mainly to pedestrians and cyclists to indicate alternative to car use. Soft mobility, indeed, can be defined as a special form of sustainable mobility able to optimize urban liveability, by keeping the individual right to move. At present, cities are engaged in defining policies, procedures and interventions to further "slow traffic", both to relieve the traffic congestion, and to work for regeneration and environmental improvements. This asks for an in-depth cooperation between different political and administrative levels to achieve common objectives of development more attentive to environmental concerns. Despite this increasing attention, the idea of a "network" for soft mobility has not been yet achieved and the supply of integrated facilities and services as an alternative to the car use seems to be still difficult of accomplishment. High disparity characterizes European countries in promoting soft mobility: despite a prolific production of laws and roles referred to emergency of adopting alternative ways of moving to minimize negatives impacts (especially air and noise pollution as very threat to health) due to car dependence for urban short distance too. And yet, soft mobility could represent a real occasion of urban and territorial regeneration aimed to rehabilitate some disused paths and routes (greenways). Some successful European cases show how it is possible to capitalize territorial resources by promoting alternative way to visit them. Tourist and leisure activities, in fact, are probably the most suitable to improve a car-free lifestyle. Some pilot projects carried out in alpine regions, for instance, propose to integrate public transport supply with tourist demand of visiting different destinations. "Soft mobility" should be a different way of thinking about mobility and its impact on environment. This is what this article try to underline giving an overview of some European cases of public policies aimed at supporting soft mobility. ; This paper examines some European cases referred to promotion of soft mobility as a new lifestyle aimed to improve benefits on environment and urban liveability. Soft mobility includes any non-motorized transport (human powered mobility). According to this, soft mobility refers to pedestrian, bicycle, roller skate and skateboard transfers. It could be indented as "zeroimpact" mobility too. As a matter of fact, the words to define this way of moving have not been codified yet, therefore mobilitè douce, soft mobility, slow traffic are synonymous in referring mainly to pedestrians and cyclists to indicate alternative to car use. Soft mobility, indeed, can be defined as a special form of sustainable mobility able to optimize urban liveability, by keeping the individual right to move. At present, cities are engaged in defining policies, procedures and interventions to further "slow traffic", both to relieve the traffic congestion, and to work for regeneration and environmental improvements. This asks for an in-depth cooperation between different political and administrative levels to achieve common objectives of development more attentive to environmental concerns. Despite this increasing attention, the idea of a "network" for soft mobility has not been yet achieved and the supply of integrated facilities and services as an alternative to the car use seems to be still difficult of accomplishment. High disparity characterizes European countries in promoting soft mobility: despite a prolific production of laws and roles referred to emergency of adopting alternative ways of moving to minimize negatives impacts (especially air and noise pollution as very threat to health) due to car dependence for urban short distance too. And yet, soft mobility could represent a real occasion of urban and territorial regeneration aimed to rehabilitate some disused paths and routes (greenways). Some successful European cases show how it is possible to capitalize territorial resources by promoting alternative way to visit them. Tourist and leisure activities, in fact, are probably the most suitable to improve a car-free lifestyle. Some pilot projects carried out in alpine regions, for instance, propose to integrate public transport supply with tourist demand of visiting different destinations. "Soft mobility" should be a different way of thinking about mobility and its impact on environment. This is what this article try to underline giving an overview of some European cases of public policies aimed at supporting soft mobility.