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This paper considers the relation between tourism and mobility and tries to highlight how tourism can act as a driving urban function in order to promote more sustainable lifestyles. Tourism and mobility are strictly connected: the moving from the usual residential place for leisure or entertainment represents the essential condition of tourism. There is no tourism without physical displacements, as the WTO definition affirms, highlighting that the movement of people is connected to two different mobility forms. On one hand, the tourist displacement is generated by the need to reach the destination (transit/access mobility). On the other hand, flows are generated by tourist activities at destination (visit, stay, entertainment, etc.) and it could be defined as an internal mobility. In both case, tourism represents a factor of human and environmental pressure. The WTO (2012) estimates that tourism mobility is responsible for 5% of CO2 emissions (referred to air travel) and points out that a change in the styles of tourism consumption is necessary also to meet the challenges of climate change that present cities must face. Traditionally, tourism and transport have been considered separately and mobility has been seen as a prerequisite rather than an integral part of the tourist activity; rarely this connection has been investigated in tourist planning and in mobility planning. The movements of visitors had a marginal role before the acknowledgment of the sustainable mobility paradigm, which introduced the concept of efficiency in transport system connected to the reduction of the environmental and social impacts encouraging modal shift in order to contrast the car-dependence. In the context of these considerations, this article tries to underline how tourism could play a strategic role in promoting sustainable way of moving inside the city if it will be mainstreamed within the government process of urban transformation. As a "pervasive" urban activity, tourism involves different sectors (public and private) and different social levels and it can act as an "accelerator of changing" to improve a new mobility culture and to change users behaviors. Which are the conditions needed to activate this change? This is the main question this paper tries to answer also considering some significant examples oriented to integrate tourism promotion with mobility planning.

This paper considers the relation between tourism and mobility and tries to highlight how tourism can act as a driving urban function in order to promote more sustainable lifestyles. Tourism and mobility are strictly connected: the moving from the usual residential place for leisure or entertainment represents the essential condition of tourism. There is no tourism without physical displacements, as the WTO definition affirms, highlighting that the movement of people is connected to two different mobility forms. On one hand, the tourist displacement is generated by the need to reach the destination (transit/access mobility). On the other hand, flows are generated by tourist activities at destination (visit, stay, entertainment, etc.) and it could be defined as an internal mobility. In both case, tourism represents a factor of human and environmental pressure. The WTO (2012) estimates that tourism mobility is responsible for 5% of CO2 emissions (referred to air travel) and points out that a change in the styles of tourism consumption is necessary also to meet the challenges of climate change that present cities must face. Traditionally, tourism and transport have been considered separately and mobility has been seen as a prerequisite rather than an integral part of the tourist activity; rarely this connection has been investigated in tourist planning and in mobility planning. The movements of visitors had a marginal role before the acknowledgment of the sustainable mobility paradigm, which introduced the concept of efficiency in transport system connected to the reduction of the environmental and social impacts encouraging modal shift in order to contrast the car-dependence. In the context of these considerations, this article tries to underline how tourism could play a strategic role in promoting sustainable way of moving inside the city if it will be mainstreamed within the government process of urban transformation. As a "pervasive" urban activity, tourism involves different sectors (public and private) and different social levels and it can act as an "accelerator of changing" to improve a new mobility culture and to change users behaviors. Which are the conditions needed to activate this change? This is the main question this paper tries to answer also considering some significant examples oriented to integrate tourism promotion with mobility planning. ; This paper considers the relation between tourism and mobility and tries to highlight how tourism can act as a driving urban function in order to promote more sustainable lifestyles. Tourism and mobility are strictly connected: the moving from the usual residential place for leisure or entertainment represents the essential condition of tourism. There is no tourism without physical displacements, as the WTO definition affirms, highlighting that the movement of people is connected to two different mobility forms. On one hand, the tourist displacement is generated by the need to reach the destination (transit/access mobility). On the other hand, flows are generated by tourist activities at destination (visit, stay, entertainment, etc.) and it could be defined as an internal mobility. In both case, tourism represents a factor of human and environmental pressure. The WTO (2012) estimates that tourism mobility is responsible for 5% of CO2emissions (referred to air travel) and points out that a change in the styles of tourism consumption is necessary also to meet the challenges of climate change that present cities must face. Traditionally, tourism and transport have been considered separately and mobility has been seen as a prerequisite rather than an integral part of the tourist activity; rarely this connection has been investigated in tourist planning and in mobility planning. The movements of visitors had a marginal role before the acknowledgment of the sustainable mobility paradigm, which introduced the concept of efficiency in transport system connected to the reduction of the environmental and social impacts encouraging modal shift in order to contrast the car-dependence. In the context of these considerations, this article tries to underline how tourism could play a strategic role in promoting sustainable way of moving inside the city if it will be mainstreamed within the government process of urban transformation. As a "pervasive" urban activity, tourism involves different sectors (public and private) and different social levels and it can act as an "accelerator of changing" to improve a new mobility culture and to change users behaviors. Which are the conditions needed to activate this change? This is the main question this paper tries to answer also considering some significant examples oriented to integrate tourism promotion with mobility planning.

This paper considers the relation between tourism and mobility and tries to highlight how tourism can act as a driving urban function in order to promote more sustainable lifestyles. Tourism and mobility are strictly connected: the moving from the usual residential place for leisure or entertainment represents the essential condition of tourism. There is no tourism without physical displacements, as the WTO definition affirms, highlighting that the movement of people is connected to two different mobility forms. On one hand, the tourist displacement is generated by the need to reach the destination (transit/access mobility). On the other hand, flows are generated by tourist activities at destination (visit, stay, entertainment, etc.) and it could be defined as an internal mobility. In both case, tourism represents a factor of human and environmental pressure. The WTO (2012) estimates that tourism mobility is responsible for 5% of CO2 emissions (referred to air travel) and points out that a change in the styles of tourism consumption is necessary also to meet the challenges of climate change that present cities must face. Traditionally, tourism and transport have been considered separately and mobility has been seen as a prerequisite rather than an integral part of the tourist activity; rarely this connection has been investigated in tourist planning and in mobility planning. The movements of visitors had a marginal role before the acknowledgment of the sustainable mobility paradigm, which introduced the concept of efficiency in transport system connected to the reduction of the environmental and social impacts encouraging modal shift in order to contrast the car-dependence. In the context of these considerations, this article tries to underline how tourism could play a strategic role in promoting sustainable way of moving inside the city if it will be mainstreamed within the government process of urban transformation. As a "pervasive" urban activity, tourism involves different sectors (public and private) and different social levels and it can act as an "accelerator of changing" to improve a new mobility culture and to change users behaviors. Which are the conditions needed to activate this change? This is the main question this paper tries to answer also considering some significant examples oriented to integrate tourism promotion with mobility planning. ; This paper considers the relation between tourism and mobility and tries to highlight how tourism can act as a driving urban function in order to promote more sustainable lifestyles. Tourism and mobility are strictly connected: the moving from the usual residential place for leisure or entertainment represents the essential condition of tourism. There is no tourism without physical displacements, as the WTO definition affirms, highlighting that the movement of people is connected to two different mobility forms. On one hand, the tourist displacement is generated by the need to reach the destination (transit/access mobility). On the other hand, flows are generated by tourist activities at destination (visit, stay, entertainment, etc.) and it could be defined as an internal mobility. In both case, tourism represents a factor of human and environmental pressure. The WTO (2012) estimates that tourism mobility is responsible for 5% of CO2emissions (referred to air travel) and points out that a change in the styles of tourism consumption is necessary also to meet the challenges of climate change that present cities must face. Traditionally, tourism and transport have been considered separately and mobility has been seen as a prerequisite rather than an integral part of the tourist activity; rarely this connection has been investigated in tourist planning and in mobility planning. The movements of visitors had a marginal role before the acknowledgment of the sustainable mobility paradigm, which introduced the concept of efficiency in transport system connected to the reduction of the environmental and social impacts encouraging modal shift in order to contrast the car-dependence. In the context of these considerations, this article tries to underline how tourism could play a strategic role in promoting sustainable way of moving inside the city if it will be mainstreamed within the government process of urban transformation. As a "pervasive" urban activity, tourism involves different sectors (public and private) and different social levels and it can act as an "accelerator of changing" to improve a new mobility culture and to change users behaviors. Which are the conditions needed to activate this change? This is the main question this paper tries to answer also considering some significant examples oriented to integrate tourism promotion with mobility planning.

The article starts from the consideration that tourism, for the size it has assumed and for its role in the economies, can be considered an "urban phenomenon"; as such, it needs adequate governance processes, politics and tools in order to reduce impacts on the organization of cities and urban livability in general. The emerging paradigm of "Smart City" is an opportunity to reconsider the current mechanisms of government and planning of the cities, but it needs a holistic approach that goes beyond the one applied per parts that still seems to prevail in the declination of the components of urban smartness (economy, mobility, environment, people, living, governance). At present, the technological component seems to prevail probably due to the ease of diffusion of the instruments, rather than an innovation of the processes. Promotion initiatives seems to concentrate exclusively on the city branding, rather than on initiatives to make cities able to support an additional urban load expressed by the tourism demand. Yet, potentialities of the application of new technologies could strengthen the decisional role in defining adequate urban policies to manage urban tourism and to optimize urban supply of services and facilities. However, at present, urban smartness for tourism seems to be concentrated on the amount of apps available to enhance the use of specific resources or, more rarely, of the urban mobility systems. Both the "big data" and the "open data" revolution, in Italy, do not yet seem to have achieved the hoped results, and the availability of data to allow appropriate management actions, is still one of the main difficulties for those involved in the analysis and quantification of the phenomenon. In addition, the numerous rankings on urban smartness refer to the prevalence of one component on the others, failing to consider the complexity of the urban system and of tourism, in particular. With these premises, the article tries to underline how tourism could be the object of urban policies and strategies aimed at reducing impacts on the city. ; The article starts from the consideration that tourism, for the size it has assumed and for its role in the economies, can be considered an "urban phenomenon"; as such, it needs adequate governance processes, politics and tools in order to reduce impacts on the organization of cities and urban livability in general. The emerging paradigm of "Smart City" is an opportunity to reconsider the current mechanisms of government and planning of the cities, but it needs a holistic approach that goes beyond the one applied per parts that still seems to prevail in the declination of the components of urban smartness (economy, mobility, environment, people, living, governance). At present, the technological component seems to prevail probably due to the ease of diffusion of the instruments, rather than an innovation of the processes. Promotion initiatives seems to concentrate exclusively on the city branding, rather than on initiatives to make cities able to support an additional urban load expressed by the tourism demand. Yet, potentialities of the application of new technologies could strengthen the decisional role in defining adequate urban policies to manage urban tourism and to optimize urban supply of services and facilities. However, at present, urban smartness for tourism seems to be concentrated on the amount of apps available to enhance the use of specific resources or, more rarely, of the urban mobility systems. Both the "big data" and the "open data" revolution, in Italy, do not yet seem to have achieved the hoped results, and the availability of data to allow appropriate management actions, is still one of the main difficulties for those involved in the analysis and quantification of the phenomenon. In addition, the numerous rankings on urban smartness refer to the prevalence of one component on the others, failing to consider the complexity of the urban system and of tourism, in particular. With these premises, the article tries to underline how tourism could be the object of urban policies and strategies aimed at reducing impacts on the city.

The article starts from the consideration that tourism, for the size it has assumed and for its role in the economies, can be considered an "urban phenomenon"; as such, it needs adequate governance processes, politics and tools in order to reduce impacts on the organization of cities and urban livability in general. The emerging paradigm of "Smart City" is an opportunity to reconsider the current mechanisms of government and planning of the cities, but it needs a holistic approach that goes beyond the one applied per parts that still seems to prevail in the declination of the components of urban smartness. At present, the technological component seems to prevail probably due to the ease of diffusion of the instruments, rather than an innovation of the processes. Promotion initiatives concentrate exclusively on the city branding, rather than on initiatives to make cities able to support an additional urban load expressed by the tourism demand. Yet, potentialities of the application of new technologies could strengthen the decisional role in defining adequate urban policies to manage urban tourism. However, urban smartness for tourism seems to be concentrated on the amount of apps available to enhance the use of specific resources or, more rarely, of the urban mobility systems. Both the "big data" and the "open data" revolution, in Italy, do not yet seem to have achieved the hoped results, and the availability of data to allow appropriate management actions, is still one of the main difficulties for those involved in the analysis and quantification of the phenomenon. In addition, the numerous rankings on urban smartness refer to the prevalence of one component on the others, failing to consider the complexity of the urban system and of tourism, in particular. With these premises, this article tries to underline how tourism could be the object of urban policies and strategies aimed at reducing impacts on the city.

The article starts from the consideration that tourism, for the size it has assumed and for its role in the economies, can be considered an "urban phenomenon"; as such, it needs adequate governance processes, politics and tools in order to reduce impacts on the organization of cities and urban livability in general. The emerging paradigm of "Smart City" is an opportunity to reconsider the current mechanisms of government and planning of the cities, but it needs a holistic approach that goes beyond the one applied per parts that still seems to prevail in the declination of the components of urban smartness (economy, mobility, environment, people, living, governance). At present, the technological component seems to prevail probably due to the ease of diffusion of the instruments, rather than an innovation of the processes. Promotion initiatives seems to concentrate exclusively on the city branding, rather than on initiatives to make cities able to support an additional urban load expressed by the tourism demand. Yet, potentialities of the application of new technologies could strengthen the decisional role in defining adequate urban policies to manage urban tourism and to optimize urban supply of services and facilities. However, at present, urban smartness for tourism seems to be concentrated on the amount of apps available to enhance the use of specific resources or, more rarely, of the urban mobility systems. Both the "big data" and the "open data" revolution, in Italy, do not yet seem to have achieved the hoped results, and the availability of data to allow appropriate management actions, is still one of the main difficulties for those involved in the analysis and quantification of the phenomenon. In addition, the numerous rankings on urban smartness refer to the prevalence of one component on the others, failing to consider the complexity of the urban system and of tourism, in particular. With these premises, the article tries to underline how tourism could be the object of urban policies and strategies aimed at reducing impacts on the city. ; The article starts from the consideration that tourism, for the size it has assumed and for its role in the economies, can be considered an "urban phenomenon"; as such, it needs adequate governance processes, politics and tools in order to reduce impacts on the organization of cities and urban livability in general. The emerging paradigm of "Smart City" is an opportunity to reconsider the current mechanisms of government and planning of the cities, but it needs a holistic approach that goes beyond the one applied per parts that still seems to prevail in the declination of the components of urban smartness (economy, mobility, environment, people, living, governance). At present, the technological component seems to prevail probably due to the ease of diffusion of the instruments, rather than an innovation of the processes. Promotion initiatives seems to concentrate exclusively on the city branding, rather than on initiatives to make cities able to support an additional urban load expressed by the tourism demand. Yet, potentialities of the application of new technologies could strengthen the decisional role in defining adequate urban policies to manage urban tourism and to optimize urban supply of services and facilities. However, at present, urban smartness for tourism seems to be concentrated on the amount of apps available to enhance the use of specific resources or, more rarely, of the urban mobility systems. Both the "big data" and the "open data" revolution, in Italy, do not yet seem to have achieved the hoped results, and the availability of data to allow appropriate management actions, is still one of the main difficulties for those involved in the analysis and quantification of the phenomenon. In addition, the numerous rankings on urban smartness refer to the prevalence of one component on the others, failing to consider the complexity of the urban system and of tourism, in particular. With these premises, the article tries to underline how tourism could be the object of urban policies and strategies aimed at reducing impacts on the city.

The city of the future seems to be forcibly "intelligent" both in physical and in the functional aspects. This paper starts from the consideration that the diffusion of new communication technologies (ICTs) are significantly changing the urban supply system of tourist services giving rise to new ways of enjoying the city. As tourism can be assumed as an urban activity, by a town planning point of view, the study of tourism is meaningful to identify development trajectories of the present cities oriented toward sustainable and smarter models. As a matter of fact, almost all the projects to get a "smart city" are based on the idea of joining the potentialities of ICTs and the needs of urban management through people living or using the city. In such a vision, "tourist dimension" of the city becomes fundamental in promoting urban image as well as in improving efficiency of the city. This efficiency also depends on the capability of each city to share historical and cultural heritage as "common good". As tourist demand has deeply changed also driven by technological development, this paper tries to investigate how will change the urban supply to meet the rising demand of quality and efficiency. The transition to smart tourist destination currently seems to be strongly connected with the number and the variety of apps to improve the "experiential component". A lack of interest there seems to be in finding strategies and politics oriented to plan the urban supply of services tourist or not. This consideration, if shared, opens up new perspectives for research and experimentation in which city planning could have a key-role also in proposing an holistic approach to city development towards smart city

L'articolo propone una riflessione sulla necessità di un approfondimento scientifico sulle prospettive di cambiamento necessarie a qualsiasi modello di sostenibilità.Nello scenario attuale, la prospettiva della sostenibilità, infatti, sembra sempre più orientata a modificare o quantomeno a mettere in discussione gli attuali modelli di crescita socioeconomica.A voler sintetizzare all'estremo, si tratta di prendere coscienza del fatto che gli attuali stili di vita debbano necessariamente modificarsi, se realmente si vuole tentare di ammortizzare gli effetti dell'irresponsabile gestione del territorio e delle città sulle generazioni che seguiranno la nostra.La questione non è affatto semplice e non è avulsa da polemiche e contrasti politici, sostanzialmente pronti ad individuare nella cultura occidentale e nell'economia capitalista conseguente la fonte di tutti i mali.Obiettivo di questo articolo è provare a riflettere sulle modalità che potrebbero contrastare le criticità derivanti da stili di vita negativamente incidenti sugli elementi territoriali ed ambientali.A tale scopo nell'articolo vengono esaminati report ed iniziative (bottom-up o top down) particolarmente significativi nella ricerca di stili di vita sostenibili.Gli esempi esaminati nell'articolo hanno obiettivi comuni sostanzialmente riconducibili da un lato all'urgenza di rispondere al cambiamento climatico globale, dall'altro di ridurre l'eccessiva dipendenza dal petrolio e dalle economie connesse al suo consumo. Differente è la metodologia per verificare quale e quanto sia l'impegno dei governi e dei singoli individui per raccogliere questa sfida.Ciò che emerge è il peso, ma soprattutto il ruolo attivo dell'azione collettiva nell'individuazione delle possibilità di fronteggiare l'emergenza ambientale che coinvolge tutte le città attuali.Le nostre città, tra l'altro, si avviano ad essere megalopoli di milioni di abitanti, come prospettano gli scenari messi a punto dal centro di ricerca britannico Forum for the Future. Per governare il cambiamento inevitabile di questi sistemi urbani dalle grandi dimensioni sarà necessario che i poteri amministrativi siano sempre più diretti, come evidenzia il rapporto del Cities Climate Leadership Group. Così come sarà necessaria una revisione degli stili di vita per "migrare" verso condizioni di vivibilità più "sostenibili" come dimostra l'esperienza delle transition town.I segnali del cambiamento ci sono, seppure in maniera ancora a volte isolata e circoscritta e non sufficientemente sostenuti da approfondimenti scientifici né da strategie politiche.La possibilità di sviluppare un percorso di ricerca in tale direzione andrebbe valutata. ; "If you think green you move green". This could be the slogan to summarize the goal this article try to affirm. Green mobility should be a new way of thinking and living tending to state a new culture of moving. Making people aware of environmental and social impacts of unsustainable travel choise and educating people are the key of success for any sustanable policy. Starting from this consideration this article selects and examimes some reports and documents that are particularly significant in research for greener ways of living. As shown in Ifort report on Usance of italian in mobility, car trips are always predominant over other ways of moving even though an inclination towards the change in using the car has been pointed out. Transport is the fastest growing sector in term of energy use and it is also the sector producing about 300 million tonnes of CO2 per year in the cities. The european commitment to achive at least a 20% reduction in greenhouse gas emissions in 2020 calls to do something about this situation.Somethings is happening at least at social level. People seem to be more conscious and disposable to modify own lifestyle, at same time is hard to please and less patient toward timimg of governmental procedures. This is "the social capital" able to govern the changement towards more livable cities.The experience of transition towns for example shows a "bottom down" solution based on engagement in changing actual development model strongly dependent on oil. The experiment involves about seven hundred cities around the world and is also expanding in Italy. It is a cultural movement that involves the community in accordance with local government. In the transition town model, collective action plays both a significant and active role in identifying the possibility to address the environmental emergency that involves all the existing cities.Other examples discussed in this article refer to "bottom up" solutions to tackle climate change in which the transport sector bears a heavy responsibility. These reports have all the same target - the urgency to respond to global climate change in urban centers- but different methodology to test how and how much is the commitment of govern and people to meet this challenge.What stands out is the awareness that current lifestyles must necessarily change in order to assure vivibility to the future generations.This article attempts to stimulate the attention of the scientific field about the possibilities that an in-depth study dealing with signals of changement may have.

L'articolo propone una riflessione sulla necessità di un approfondimento scientifico sulle prospettive di cambiamento necessarie a qualsiasi modello di sostenibilità. Nello scenario attuale, la prospettiva della sostenibilità, infatti, sembra sempre più orientata a modificare o quantomeno a mettere in discussione gli attuali modelli di crescita socioeconomica. A voler sintetizzare all'estremo, si tratta di prendere coscienza del fatto che gli attuali stili di vita debbano necessariamente modificarsi, se realmente si vuole tentare di ammortizzare gli effetti dell'irresponsabile gestione del territorio e delle città sulle generazioni che seguiranno la nostra. La questione non è affatto semplice e non è avulsa da polemiche e contrasti politici, sostanzialmente pronti ad individuare nella cultura occidentale e nell'economia capitalista conseguente la fonte di tutti i mali. Obiettivo di questo articolo è provare a riflettere sulle modalità che potrebbero contrastare le criticità derivanti da stili di vita negativamente incidenti sugli elementi territoriali ed ambientali. A tale scopo nell'articolo vengono esaminati report ed iniziative (bottom-up o top down) particolarmente significativi nella ricerca di stili di vita sostenibili. Gli esempi esaminati nell'articolo hanno obiettivi comuni sostanzialmente riconducibili da un lato all'urgenza di rispondere al cambiamento climatico globale, dall'altro di ridurre l'eccessiva dipendenza dal petrolio e dalle economie connesse al suo consumo. Differente è la metodologia per verificare quale e quanto sia l'impegno dei governi e dei singoli individui per raccogliere questa sfida. Ciò che emerge è il peso, ma soprattutto il ruolo attivo dell'azione collettiva nell'individuazione delle possibilità di fronteggiare l'emergenza ambientale che coinvolge tutte le città attuali. Le nostre città, tra l'altro, si avviano ad essere megalopoli di milioni di abitanti, come prospettano gli scenari messi a punto dal centro di ricerca britannico Forum for the Future. Per governare il cambiamento inevitabile di questi sistemi urbani dalle grandi dimensioni sarà necessario che i poteri amministrativi siano sempre più diretti, come evidenzia il rapporto del Cities Climate Leadership Group. Così come sarà necessaria una revisione degli stili di vita per "migrare" verso condizioni di vivibilità più "sostenibili" come dimostra l'esperienza delle transition town. I segnali del cambiamento ci sono, seppure in maniera ancora a volte isolata e circoscritta e non sufficientemente sostenuti da approfondimenti scientifici né da strategie politiche. La possibilità di sviluppare un percorso di ricerca in tale direzione andrebbe valutata.

"If you think green you move green". This could be the slogan to summarize the goal this article try to affirm. Green mobility should be a new way of thinking and living tending to state a new culture of moving. Making people aware of environmental and social impacts of unsustainable travel choise and educating people are the key of success for any sustanable policy. Starting from this consideration this article selects and examimes some reports and documents that are particularly significant in research for greener ways of living. As shown in Ifort report on Usance of italian in mobility, car trips are always predominant over other ways of moving even though an inclination towards the change in using the car has been pointed out. Transport is the fastest growing sector in term of energy use and it is also the sector producing about 300 million tonnes of CO2 per year in the cities. The european commitment to achive at least a 20% reduction in greenhouse gas emissions in 2020 calls to do something about this situation.Somethings is happening at least at social level. People seem to be more conscious and disposable to modify own lifestyle, at same time is hard to please and less patient toward timimg of governmental procedures. This is "the social capital" able to govern the changement towards more livable cities.The experience of transition towns for example shows a "bottom down" solution based on engagement in changing actual development model strongly dependent on oil. The experiment involves about seven hundred cities around the world and is also expanding in Italy. It is a cultural movement that involves the community in accordance with local government. In the transition town model, collective action plays both a significant and active role in identifying the possibility to address the environmental emergency that involves all the existing cities.Other examples discussed in this article refer to "bottom up" solutions to tackle climate change in which the transport sector bears a heavy responsibility. These reports have all the same target - the urgency to respond to global climate change in urban centers- but different methodology to test how and how much is the commitment of govern and people to meet this challenge.What stands out is the awareness that current lifestyles must necessarily change in order to assure vivibility to the future generations.This article attempts to stimulate the attention of the scientific field about the possibilities that an in-depth study dealing with signals of changement may have. ; L'articolo propone una riflessione sulla necessità di un approfondimento scientifico sulle prospettive di cambiamento necessarie a qualsiasi modello di sostenibilità.Nello scenario attuale, la prospettiva della sostenibilità, infatti, sembra sempre più orientata a modificare o quantomeno a mettere in discussione gli attuali modelli di crescita socioeconomica.A voler sintetizzare all'estremo, si tratta di prendere coscienza del fatto che gli attuali stili di vita debbano necessariamente modificarsi, se realmente si vuole tentare di ammortizzare gli effetti dell'irresponsabile gestione del territorio e delle città sulle generazioni che seguiranno la nostra.La questione non è affatto semplice e non è avulsa da polemiche e contrasti politici, sostanzialmente pronti ad individuare nella cultura occidentale e nell'economia capitalista conseguente la fonte di tutti i mali.Obiettivo di questo articolo è provare a riflettere sulle modalità che potrebbero contrastare le criticità derivanti da stili di vita negativamente incidenti sugli elementi territoriali ed ambientali.A tale scopo nell'articolo vengono esaminati report ed iniziative (bottom-up o top down) particolarmente significativi nella ricerca di stili di vita sostenibili.Gli esempi esaminati nell'articolo hanno obiettivi comuni sostanzialmente riconducibili da un lato all'urgenza di rispondere al cambiamento climatico globale, dall'altro di ridurre l'eccessiva dipendenza dal petrolio e dalle economie connesse al suo consumo. Differente è la metodologia per verificare quale e quanto sia l'impegno dei governi e dei singoli individui per raccogliere questa sfida.Ciò che emerge è il peso, ma soprattutto il ruolo attivo dell'azione collettiva nell'individuazione delle possibilità di fronteggiare l'emergenza ambientale che coinvolge tutte le città attuali.Le nostre città, tra l'altro, si avviano ad essere megalopoli di milioni di abitanti, come prospettano gli scenari messi a punto dal centro di ricerca britannico Forum for the Future. Per governare il cambiamento inevitabile di questi sistemi urbani dalle grandi dimensioni sarà necessario che i poteri amministrativi siano sempre più diretti, come evidenzia il rapporto del Cities Climate Leadership Group. Così come sarà necessaria una revisione degli stili di vita per "migrare" verso condizioni di vivibilità più "sostenibili" come dimostra l'esperienza delle transition town.I segnali del cambiamento ci sono, seppure in maniera ancora a volte isolata e circoscritta e non sufficientemente sostenuti da approfondimenti scientifici né da strategie politiche.La possibilità di sviluppare un percorso di ricerca in tale direzione andrebbe valutata.

La riorganizzazione del sistema della mobilità è spesso una delle chiavi interpretative più rilevanti nelle scelte di governo delle trasformazioni urbane. Nella gran parte degli interventi di trasformazione urbana orientati alla riqualificazione della città il ruolo delle scelte connesse al sistema della mobilità è sempre più incidente anche per la definizione del disegno urbano delle aree di trasformazione, ma soprattutto per migliorare l'efficienza e la vivibilità del sistema urbano. Il ruolo della pianificazione del sistema della mobilità rappresenta l'oggetto di questo lavoro. In particolare, l'articolo si sofferma su alcuni piani urbanistici di recente produzione elaborati per città italiane di grandi dimensioni (Roma, Bologna, Milano) per i quali la pianificazione del sistema della mobilità ha costituito l'occasione per rilanciare una nuova visione della città. Gli esempi riportati in questo articolo rappresentano il tentativo di mostrare come, in qualche misura, la pratica urbanistica stia rispondendo alla necessità di integrare obiettivi di sviluppo urbano ed esigenze della pianificazione dei trasporti orientandoli verso obiettivi comuni tesi al raggiungimento di una maggiore vivibilità. ; The issue of the relation between transport and land use has been extensively debated, particularly during the last decades. The need for an integration of these two planning sectors is widely acknowledged even though this integration is still difficult to occur. Italy, as usually, seem to be very late as concerns urban and transport planning integration. As a matter of fact, Italian town planner are still engaged in affirming a "new urban plan" able to keep up with urban and territorial transformation process. This is why there is not yet a unique national law for urban and regional planning. Nevertheless, it is possible to find some examples in urban planning practices aimed at implementing integration between urban needs and transport development. This article try to point out how planning of mobility system has a central role in some recent master plan even though integration is still long to come. The case of Rome has been considered because of the historical context in which it has been carried out. Master Plan has been adopted only in 2008 after about ten years of debate and discussion. But this is not what this article intends to analyze. The case of Master Plan of Rome is probably the main "theoretical" example of integrating urban development and transport planning. It is theoretical because at present, despite some years have passed since its processing, car is still the most used mean for urban travel. The second case examined refers to Master Plan of Bologna. This has been grounded on a strategic approach leading to "seven different cities". These visions have been all aimed at implementing soft mobility as mean of urban requalification. The last case refers to Milan and its Urban Government Plan recently proposed to the local administration adoption. This consists of three integrated documents (Document Plan, Plan Rules and Plan of Services) and defines the future asset of the city. This Master Plan is not yet in force but it has been considered relevant for this article goals. Large part of the Document Plan has been built on the idea of converting the original radial asset of the city. The mobility system planning refers to four different urban areas (north, south, east, west) and it is strictly connected to the Transformations Areas of the Master Plan. This Plan outlines an ambitious project of urban development mostly based on mobility system transformation. At present, there is no evidence on the success or failure of this project that is still in debate, anyway it represents an up-to-date case in Italian panorama of town planning. Finally, something are happening in Italian town planning, but it is still more theoretical than practice. The awareness that an effective integration requires new areas of interdisciplinary competencies, innovative practices and tools, is still weak. It asks for a collaborative government model and cooperative polices able to affect decision making process.

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.

The issue of the relation between transport and land use has been extensively debated, particularly during the last decades. The need for an integration of these two planning sectors is widely acknowledged even though this integration is still difficult to occur. Italy, as usually, seem to be very late as concerns urban and transport planning integration. As a matter of fact, Italian town planner are still engaged in affirming a "new urban plan" able to keep up with urban and territorial transformation process. This is why there is not yet a unique national law for urban and regional planning. Nevertheless, it is possible to find some examples in urban planning practices aimed at implementing integration between urban needs and transport development. This article try to point out how planning of mobility system has a central role in some recent master plan even though integration is still long to come. The case of Rome has been considered because of the historical context in which it has been carried out. Master Plan has been adopted only in 2008 after about ten years of debate and discussion. But this is not what this article intends to analyze. The case of Master Plan of Rome is probably the main "theoretical" example of integrating urban development and transport planning. It is theoretical because at present, despite some years have passed since its processing, car is still the most used mean for urban travel. The second case examined refers to Master Plan of Bologna. This has been grounded on a strategic approach leading to "seven different cities". These visions have been all aimed at implementing soft mobility as mean of urban requalification. The last case refers to Milan and its Urban Government Plan recently proposed to the local administration adoption. This consists of three integrated documents (Document Plan, Plan Rules and Plan of Services) and defines the future asset of the city. This Master Plan is not yet in force but it has been considered relevant for this article goals. Large part of the Document Plan has been built on the idea of converting the original radial asset of the city. The mobility system planning refers to four different urban areas (north, south, east, west) and it is strictly connected to the Transformations Areas of the Master Plan. This Plan outlines an ambitious project of urban development mostly based on mobility system transformation. At present, there is no evidence on the success or failure of this project that is still in debate, anyway it represents an up-to-date case in Italian panorama of town planning. Finally, something are happening in Italian town planning, but it is still more theoretical than practice. The awareness that an effective integration requires new areas of interdisciplinary competencies, innovative practices and tools, is still weak. It asks for a collaborative government model and cooperative polices able to affect decision making process. ; La riorganizzazione del sistema della mobilità è spesso una delle chiavi interpretative più rilevanti nelle scelte di governo delle trasformazioni urbane. Nella gran parte degli interventi di trasformazione urbana orientati alla riqualificazione della città il ruolo delle scelte connesse al sistema della mobilità è sempre più incidente anche per la definizione del disegno urbano delle aree di trasformazione, ma soprattutto per migliorare l'efficienza e la vivibilità del sistema urbano. Il ruolo della pianificazione del sistema della mobilità rappresenta l'oggetto di questo lavoro. In particolare, l'articolo si sofferma su alcuni piani urbanistici di recente produzione elaborati per città italiane di grandi dimensioni (Roma, Bologna, Milano) per i quali la pianificazione del sistema della mobilità ha costituito l'occasione per rilanciare una nuova visione della città. Gli esempi riportati in questo articolo rappresentano il tentativo di mostrare come, in qualche misura, la pratica urbanistica stia rispondendo alla necessità di integrare obiettivi di sviluppo urbano ed esigenze della pianificazione dei trasporti orientandoli verso obiettivi comuni tesi al raggiungimento di una maggiore vivibilità.

L'attività turistica genera impatti diretti sulla mobilità urbana in termini di incremento sia dei livelli di inquinamento sia della congestione urbana. Le politiche orientate alla gestione della mobilità turistica in ambito urbano fanno riferimento soprattutto ad interventi restrittivi per ridurre l'accesso e il transito dei bus turistici nei centri storici. Più raramente tali interventi si ispirano ad un disegno maggiormente coordinato di gestione della mobilità turistica integrato a funzioni di accoglienza ed orientamento dei flussi di visitatori in transito nelle città. La proposta di realizzare una rete urbana per l'offerta di sosta turistica integrata costituisce l'obiettivo del lavoro presentato in questo articolo. In Italia le indicazioni relative alla mobilità urbana sono contenute all'interno di specifici piani che stabiliscono le regole per il miglioramento delle condizioni di spostamento e per garantire buoni livelli di sicurezza stradale. La realizzazione di strutture per la sosta in ambito urbano, invece, è regolamentata dal programma urbano dei parcheggi introdotto alla fine degli anni ottanta. All'interno di tali strumenti, le indicazioni relative alla predisposizione di specifiche aree da destinare alla sosta turistica occupa un ruolo marginale. La totalità delle indicazioni relative alla mobilità turistica fanno riferimento a due tipi di interventi: –istituzione di una zona a traffico limitato per la circolazione dei bus turistici; –individuazione delle aree di sosta breve dove è consentito ai visitatori di scendere o salire dal bus. In relazione alla sosta, le indicazioni si riferiscono alla individuazione di aree urbane o di assi stradali dove viene consentito lo stazionamento temporaneo. Molto raramente, per quel che riguarda la situazione italiana nelle principali città turistiche, gli interventi prevedono la realizzazione di specifiche strutture integrate al trasporto pubblico o a modalità di spostamento sostenibile che garantirebbero una migliore distribuzione dei flussi turistici consentendo al contempo al visitatore differenti modalità di visita con positivi effetti anche sulla percezione della visita. Nel tentativo di dimostrare come gli interventi finalizzati alla realizzazione di aree per la sosta dei bus turistici possano essere strumenti di riqualificazione fisica e funzionale della città, l'articolo nella prima parte si focalizza sulla definizione delle caratteristiche della domanda di spostamento turistico in ambito urbano. Nella seconda parte, attraverso una panoramica delle politiche della sosta urbana in Italia si evidenzia la carenza di interventi finalizzati alla realizzazione di una rete per la sosta turistica integrata all'offerta di servizi urbani. Nella parte conclusiva si individuano gli elementi che consentirebbero alle aree di sta di porsi come aree di qualità dell'offerta urbana attraverso la predisposizione di servizi a supporto dell'utenza turistica. Le aree per la sosta turistica integrata dovrebbero essere localizzate in zone esterne al centro urbano. L'accesso alle aree di attrazione turistica dovrebbe essere garantito attraverso: –l'istituzione di appositi collegamenti dedicati. Durante il tragitto appositi sistemi di informazione potrebbero preparare alla visita consentendo una migliore conoscenza del luogo; –l'offerta di modalità di trasporto alternative (bike shiring) che consentirebbero una maggiore libertà nella pianificazione degli spostamenti; –l'istituzione di percorsi pedonali e/o ciclistici attrezzati integrati a servizi di informazione sulle principali attrazioni turistiche presenti nel luogo. Nelle aree di sosta dovrebbero essere presenti anche opportuni servizi di assistenza e di pulizia dei bus e di supporto ai conducenti (ristorazione, servizi igienici, riposo). Il ticket di accesso alle aree di sosta turistica integrata dovrebbe essere proporzionato alla disponibilità dei servizi offerti, alla durata della sosta e alla categoria del mezzo utilizzato. Particolari incentivi potrebbero essere previsti per specifiche tipologie di utenza (scolaresche, anziani, famiglie, giovani, ecc.) integrando l'offerta di sosta con le modalità di visita (visit card; mobility card, ecc.). ; This article deals with management of tourism mobility particularly referred to urban parking area for tourist buses and cars. This work aim at proposing the realization of an integrated tourist parking network connected with urban supply of services and facilities dedicated to tourist customers. This purpose bases on some general considerations. First of all the awareness that tourism generates direct impacts on urban mobility increasing both the levels of pollution and urban congestion. Secondary the need to integrate management exigencies with objectives of development to maximize positive effects of tourist activity. Parking policies represent an important knot in the mobility planning process and they could have a central role in reducing urban pollution levels. Normally this target is obtained by the introduction of tolls to reach the central area of the city both to discourage car use and to safeguard the more sensitive part of the city. Inner city, in fact, is characterized by a high concentration of urban functions and elements of tourist attraction too. As regard Italian situation, the mobility management at urban level is regulated by Urban Traffic Plan that defines the rules to improve urban traffic, to reduce pollution and to ensure good levels of road safety. Urban Parking Program, instead, is aimed at offering possibility to realize parking infrastructures within the city. This plan has been introduced by law (122/1989) and it referred to different typologies of parking areas. Within this plans, tourist parking areas have a marginal role even though tourist activity is affecting more and more urban policies. In Italian tourist city the actions aimed at regulating urban tourist mobility especially refer to: –establishment of Limited Traffic Zone for tourist buses whose access is permitted against payment of a "tourist bus ticket"; –identification of mooring points for setting down and picking up visitors. Rarely, parking policies refer to individuation of urban zones specifically dedicated to tourist bus parking also in tourist cities. This underlines a lack of integrated planning and policies aimed at optimizing urban supply to reduce the congestion caused by tourist flows. Parking facilities should be built in order to avoid urban congestion problem due to tourist charge. These specific parking areas should be located outside the inner city whose connection should be ensured though: –ecologic tourist shuttle also equipped to give information about visit modalities and tourist attractions; –bike sharing or other sustainable transport modality allowing flexibility in scheduling visit especially for some specific tourist users (i.e. young people, families, students, etc.); –taxi sharing allowing to reach rapidly central zones especially for business tourist; –design of equipped pedestrian and cycling routes to get information or other kind of support services aimed to optimize the visit. Special incentives could be provided for some specific tourist typologies (i.e. students, seniors, families, young people).