Suchergebnisse

The last stage of the process of establishment of the Italian Metropolitan Cities, which took place in 2014, follows of a few decades the start of this institutional reform. In 1990, in fact, the Act 142 (Local Autonomies Reform) had planned metropolitan areas as the administrative organization more suitable to provide these territories of structures for the management and the strategic development alike the best international models. The paper proposes to analyse the first activities taken by the Italian Metropolitan Cities in the sector of territorial government, three years after the enactment in 2014 of Act nr. 56. Focal point of the analysis is the jurisdiction in the formation of two plans (the Strategic Plan and the Metropolitan Territorial Plan) and the following relationships among them, in the logical assumption that between them a necessary and strict consistency there should be. In the first part, the paper analyses some factors characterizing the metropolitan areas and the functions that the law assigns to the new institution in the territorial government sector. The second part outlines the updated situation with regard to the formation of the sectoral tools (Strategic Plan, Territorial Plan and homogeneous zones). The third part analyses the progresses in three Metropolitan Cities taken as sample (Milan, Genoa and Bologna) and, in general, to those of Southern Italy. In the last part, the paper exposes some considerations regarding the issues raised in the article, particularly about the innovativeness of the tools and the timeline for the implementation of the act.

The last stage of the process of establishment of the Italian Metropolitan Cities, which took place in 2014, follows of a few decades the start of this institutional reform. In 1990, in fact, the Act 142 (Local Autonomies Reform) had planned metropolitan areas as the administrative organization more suitable to provide these territories of structures for the management and the strategic development alike the best international models. The paper proposes to analyse the first activities taken by the Italian Metropolitan Cities in the sector of territorial government, three years after the enactment in 2014 of Act nr. 56. Focal point of the analysis is the jurisdiction in the formation of two plans (the Strategic Plan and the Metropolitan Territorial Plan) and the following relationships among them, in the logical assumption that between them a necessary and strict consistency there should be. In the first part, the paper analyses some factors characterizing the metropolitan areas and the functions that the law assigns to the new institution in the territorial government sector. The second part outlines the updated situation with regard to the formation of the sectoral tools (Strategic Plan, Territorial Plan and homogeneous zones). The third part analyses the progresses in three Metropolitan Cities taken as sample (Milan, Genoa and Bologna) and, in general, to those of Southern Italy. In the last part, the paper exposes some considerations regarding the issues raised in the article, particularly about the innovativeness of the tools and the timeline for the implementation of the act. ; The last stage of the process of establishment of the Italian Metropolitan Cities, which took place in 2014, follows of a few decades the start of this institutional reform. In 1990, in fact, the Act 142 (Local Autonomies Reform) had planned metropolitan areas as the administrative organization more suitable to provide these territories of structures for the management and the strategic development alike the best international models. The paper proposes to analyse the first activities taken by the Italian Metropolitan Cities in the sector of territorial government, three years after the enactment in 2014 of Act nr. 56. Focal point of the analysis is the jurisdiction in the formation of two plans (the Strategic Plan and the Metropolitan Territorial Plan) and the following relationships among them, in the logical assumption that between them a necessary and strict consistency there should be. In the first part, the paper analyses some factors characterizing the metropolitan areas and the functions that the law assigns to the new institution in the territorial government sector. The second part outlines the updated situation with regard to the formation of the sectoral tools (Strategic Plan, Territorial Plan and homogeneous zones). The third part analyses the progresses in three Metropolitan Cities taken as sample (Milan, Genoa and Bologna) and, in general, to those of Southern Italy. In the last part, the paper exposes some considerations regarding the issues raised in the article, particularly about the innovativeness of the tools and the timeline for the implementation of the act.

The last stage of the process of establishment of the Italian Metropolitan Cities, which took place in 2014, follows of a few decades the start of this institutional reform. In 1990, in fact, the Act 142 (Local Autonomies Reform) had planned metropolitan areas as the administrative organization more suitable to provide these territories of structures for the management and the strategic development alike the best international models. The paper proposes to analyse the first activities taken by the Italian Metropolitan Cities in the sector of territorial government, three years after the enactment in 2014 of Act nr. 56. Focal point of the analysis is the jurisdiction in the formation of two plans (the Strategic Plan and the Metropolitan Territorial Plan) and the following relationships among them, in the logical assumption that between them a necessary and strict consistency there should be. In the first part, the paper analyses some factors characterizing the metropolitan areas and the functions that the law assigns to the new institution in the territorial government sector. The second part outlines the updated situation with regard to the formation of the sectoral tools (Strategic Plan, Territorial Plan and homogeneous zones). The third part analyses the progresses in three Metropolitan Cities taken as sample (Milan, Genoa and Bologna) and, in general, to those of Southern Italy. In the last part, the paper exposes some considerations regarding the issues raised in the article, particularly about the innovativeness of the tools and the timeline for the implementation of the act. ; The last stage of the process of establishment of the Italian Metropolitan Cities, which took place in 2014, follows of a few decades the start of this institutional reform. In 1990, in fact, the Act 142 (Local Autonomies Reform) had planned metropolitan areas as the administrative organization more suitable to provide these territories of structures for the management and the strategic development alike the best international models. The paper proposes to analyse the first activities taken by the Italian Metropolitan Cities in the sector of territorial government, three years after the enactment in 2014 of Act nr. 56. Focal point of the analysis is the jurisdiction in the formation of two plans (the Strategic Plan and the Metropolitan Territorial Plan) and the following relationships among them, in the logical assumption that between them a necessary and strict consistency there should be. In the first part, the paper analyses some factors characterizing the metropolitan areas and the functions that the law assigns to the new institution in the territorial government sector. The second part outlines the updated situation with regard to the formation of the sectoral tools (Strategic Plan, Territorial Plan and homogeneous zones). The third part analyses the progresses in three Metropolitan Cities taken as sample (Milan, Genoa and Bologna) and, in general, to those of Southern Italy. In the last part, the paper exposes some considerations regarding the issues raised in the article, particularly about the innovativeness of the tools and the timeline for the implementation of the act.

The Italian political unification is a process starting in 1861. The next ten years, until the freeing of Rome, are a period of strong changes because the the new nation starts by heavier backwardness conditions compared to other European nations.The basic conditionings that bound the new nation are summarized in some causes: an underdeveloped economic system where there are areas of industrial development; a significant shortage of mineral and energy resources; and an urban structure that is still that of the sixteenth century, the last brightness period of the Italian cities. The same internal communication system is composed of a basic road network which is still one of Roman origin and of isolated sections of rail network, with few links among the pre-unity nations.Particular attention should be paid on the impact of the economic processes on the cities: they have a strong impact on European cities since the early nineteenth century, but their impact on Italian cities (beginning from the main northern cities, Milan and Turin) is more limited, if compared with the transformations concerning other continental cities.The unification starting from 1861 imposes additional critical elements, because the Italian urban structure is not ready to the event, particularly for the choice of the capital city. A city that can rightfully define itself as capital exists, and it is Turin; but it is peripheral to the rest of the Italian territory. Furthermore there is an in pectore capital city, Rome, that is the symbolic centre of the Italian history. But the city has to wait another ten years to join to the rest of Italy. The solution is to temporarily move the capitol to Florence, even if nobody explicitly says it to Florentines! The step from Turin to Florence, and from Florence to Rome sets in motion a complex organizational mechanism and a significant money's amount, invested in the effort to bring the two cities to the new role.Before Florence, then Rome (two cities that represent a fundamental part of artistic and cultural national heritage) see the opportunity to modernize their urban structure. Urban plans are also formed for this purpose, although the instruments are deficient in relation to their technical capacity and the public administrations have low authority in the driving of the transformations. Instead, private investors and national and international banks will have open hand, facilitated from the new liberal State that will not hinder the freedom of action of private capitals.The paper want to identify the major changes occurred in the three capital cities (Turin, Florence, and Rome) investigating the urban processes and the main events in the period from 1861 to 1900. The unification acts on the three cities in different ways. In 1861 they are very different from each other, with a single similar factor, the number of inhabitants (about 150,000 each). The process of building of the new nation acts on the cities changing even more their characters and extending their differences. ; La costruzione dello stato unitario, avvenuta nell'arco di un decennio (1861-1871) portò alla necessità di spostare la capitale del Regno in un percorso di avvicinamento a Roma. Da Torino la capitale fu prima spostata a Firenze (1865), poi nel suo luogo naturale, Roma (1871). Gli spostamenti non comportarono solo conseguenze di ordine politico. Esse portarono anche alla necessità di intervenire sulla struttura urbana delle città per renderle capaci di accogliere la nuova funzione. Sia Torino che Firenze che, in misura maggiore, Roma, subirono rilevanti trasformazioni urbane, nel solco dei processi trasformativi che interessarono le città Ottocentesche d'Europa.Obiettivo dell'articolo è:- analizzare i caratteri urbanistici delle città al 1861;- individuare le trasformazioni riconducibili al loro status di capitale;- definire gli impatti di tali azioni fino ai giorni nostri- individuare gli influssi causati dall'evoluzione delle infrastrutture di trasporto sulla struttura urbana.

Logistics can be defined as the process of planning, organization and control of all the activities of transportand storage of goods and informations; it interests all the productive phases, from the acquisition of rawmaterials, to the production process in the factories, up to the delivery of the finished products to the finalcustomers. In this way the logistics intersects the territory at different stages of its activity: when the rawmaterials are brought to the factory, when the factory sends semi-production units to other factories, whereproducts are stored in equipped areas, and when the final goods are brought to terminal sales.Inside the Southern territorial system the Campania is an important hub in the transport and sorting ofgoods. This role has made stronger after the carrying out of new logistics infrastructures, related to othersupport infrastructures, as railways and motorways.The regional system presents nationwide excellence's peaks that could encourage its role in this sector, butthere are also negative factors that may to slow the take-off of the sector. The reference is to theinfrastructures and operating bottlenecks interfering its efficiency, but also to the weakness of the regionalproduction's system that doesn't ensures a local critical mass to the logistics.A third aspect is the lack of a clear structure of programming investment and of a greater transparency inthe roles assigned to various initiatives, arising mainly on local, uncoordinated pushes.The paper analyzes the situation of logistics and of its spatial interrelationships in Campania, identifyingstrengths, weaknesses, and potential evolutionary factors. The discussion faces up aspects of territoriallogistics: it differs from the urban logistics for the amount of handled commodities and for the concentrationin strategic poles, because these logistics platforms require specialized equipments and wide spaces formovement and deposit.The first part of the paper analyses the relationships between territory and logistics and identifies either themain elements of interconnection or crisis in the use of physical space, due to the diverging objectivesbetween territorial government and economic actors.The second part considers the condition of good's movement in relation to the Mediterranean port facilities,to the state of the regional logistics system, and to the economic and territorial Campanian situation.To this purpose, the paper also explores the evolution of territorial planning in Campania, highlighting howa series of choices, including those related to the location of logistics facilities, have been made outside ofexisting planning tools. ; All'interno del sistema territoriale meridionale la Regione Campania si presenta come un polo importante nel settore del trasporto e dello smistamento delle merci. Questo ruolo si è venuto rinforzando in seguito alla realizzazione di infrastrutture dedicate alla logistica, connesse ad infrastrutture di supporto. Il sistema campano presenta punte di eccellenza di livello nazionale che possono incentivare il ruolo della Regione in questo settore, ma presenta anche fattori negativi che possono rallentare il decollo del settore. Si fa riferimento alle strozzature infrastrutturali e gestionali che ne inceppano l'efficienza, ma anche alla debolezza del sistema produttivo regionale che non garantisce una massa critica locale alla logistica campana. Un terzo aspetto è la mancanza di un chiaro disegno di programmazione degli investimenti e una maggiore chiarezza dei ruoli da assegnare alle diverse iniziative, nate soprattutto sulla base di spinte localistiche non coordinate. Il paper analizza la situazione della logistica territoriale in Campania e delle sue interrelazioni territoriali individuando punti di forza e di debolezza e potenziali fattori evolutivi. Gli aspetti della logistica che vengono affrontati sono di tipo territoriale e si differenziano da quelli della logistica urbana per la quantità di merci movimentate e per la concentrazione in pochi poli strategici, in quanto queste piattaforme logistiche richiedono attrezzature specializzate e ampi spazi per la movimentazione e il deposito. L'analisi del rapporto tra territorio e logistica individua quelli che sono i principali elementi di interconnessione e, spesso, di crisi, nell'uso dello spazio fisico, in ragione degli obiettivi a volte divergenti tra il governo del territorio ed i soggetti economici. Si passa successivamente ad analizzare lo stato del movimento merci in relazione alla portualità mediterranea e lo stato del sistema logistico campano (non ancora definito in tutte le sue parti) in relazione anche alla situazione economica e territoriale regionale. A questo scopo il paper approfondisce anche l'evoluzione della pianificazione territoriale in Campania, mettendo in evidenza come molte scelte, tra cui quelle connesse alla localizzazione degli impianti della logistica, siano avvenute al di fuori di strumenti di piano vigenti.

The Italian political unification is a process starting in 1861. The next ten years, until the freeing of Rome, are a period of strong changes because the the new nation starts by heavier backwardness conditions compared to other European nations.The basic conditionings that bound the new nation are summarized in some causes: an underdeveloped economic system where there are areas of industrial development; a significant shortage of mineral and energy resources; and an urban structure that is still that of the sixteenth century, the last brightness period of the Italian cities. The same internal communication system is composed of a basic road network which is still one of Roman origin and of isolated sections of rail network, with few links among the pre-unity nations.Particular attention should be paid on the impact of the economic processes on the cities: they have a strong impact on European cities since the early nineteenth century, but their impact on Italian cities (beginning from the main northern cities, Milan and Turin) is more limited, if compared with the transformations concerning other continental cities.The unification starting from 1861 imposes additional critical elements, because the Italian urban structure is not ready to the event, particularly for the choice of the capital city. A city that can rightfully define itself as capital exists, and it is Turin; but it is peripheral to the rest of the Italian territory. Furthermore there is an in pectore capital city, Rome, that is the symbolic centre of the Italian history. But the city has to wait another ten years to join to the rest of Italy. The solution is to temporarily move the capitol to Florence, even if nobody explicitly says it to Florentines! The step from Turin to Florence, and from Florence to Rome sets in motion a complex organizational mechanism and a significant money's amount, invested in the effort to bring the two cities to the new role.Before Florence, then Rome (two cities that represent a fundamental part of artistic and cultural national heritage) see the opportunity to modernize their urban structure. Urban plans are also formed for this purpose, although the instruments are deficient in relation to their technical capacity and the public administrations have low authority in the driving of the transformations. Instead, private investors and national and international banks will have open hand, facilitated from the new liberal State that will not hinder the freedom of action of private capitals.The paper want to identify the major changes occurred in the three capital cities (Turin, Florence, and Rome) investigating the urban processes and the main events in the period from 1861 to 1900. The unification acts on the three cities in different ways. In 1861 they are very different from each other, with a single similar factor, the number of inhabitants (about 150,000 each). The process of building of the new nation acts on the cities changing even more their characters and extending their differences. ; La costruzione dello stato unitario, avvenuta nell'arco di un decennio (1861-1871) portò alla necessità di spostare la capitale del Regno in un percorso di avvicinamento a Roma. Da Torino la capitale fu prima spostata a Firenze (1865), poi nel suo luogo naturale, Roma (1871). Gli spostamenti non comportarono solo conseguenze di ordine politico. Esse portarono anche alla necessità di intervenire sulla struttura urbana delle città per renderle capaci di accogliere la nuova funzione. Sia Torino che Firenze che, in misura maggiore, Roma, subirono rilevanti trasformazioni urbane, nel solco dei processi trasformativi che interessarono le città Ottocentesche d'Europa.Obiettivo dell'articolo è:- analizzare i caratteri urbanistici delle città al 1861;- individuare le trasformazioni riconducibili al loro status di capitale;- definire gli impatti di tali azioni fino ai giorni nostri- individuare gli influssi causati dall'evoluzione delle infrastrutture di trasporto sulla struttura urbana.

Logistics can be defined as the process of planning, organization and control of all the activities of transportand storage of goods and informations; it interests all the productive phases, from the acquisition of rawmaterials, to the production process in the factories, up to the delivery of the finished products to the finalcustomers. In this way the logistics intersects the territory at different stages of its activity: when the rawmaterials are brought to the factory, when the factory sends semi-production units to other factories, whereproducts are stored in equipped areas, and when the final goods are brought to terminal sales.Inside the Southern territorial system the Campania is an important hub in the transport and sorting ofgoods. This role has made stronger after the carrying out of new logistics infrastructures, related to othersupport infrastructures, as railways and motorways.The regional system presents nationwide excellence's peaks that could encourage its role in this sector, butthere are also negative factors that may to slow the take-off of the sector. The reference is to theinfrastructures and operating bottlenecks interfering its efficiency, but also to the weakness of the regionalproduction's system that doesn't ensures a local critical mass to the logistics.A third aspect is the lack of a clear structure of programming investment and of a greater transparency inthe roles assigned to various initiatives, arising mainly on local, uncoordinated pushes.The paper analyzes the situation of logistics and of its spatial interrelationships in Campania, identifyingstrengths, weaknesses, and potential evolutionary factors. The discussion faces up aspects of territoriallogistics: it differs from the urban logistics for the amount of handled commodities and for the concentrationin strategic poles, because these logistics platforms require specialized equipments and wide spaces formovement and deposit.The first part of the paper analyses the relationships between territory and logistics and identifies either themain elements of interconnection or crisis in the use of physical space, due to the diverging objectivesbetween territorial government and economic actors.The second part considers the condition of good's movement in relation to the Mediterranean port facilities,to the state of the regional logistics system, and to the economic and territorial Campanian situation.To this purpose, the paper also explores the evolution of territorial planning in Campania, highlighting howa series of choices, including those related to the location of logistics facilities, have been made outside ofexisting planning tools. ; All'interno del sistema territoriale meridionale la Regione Campania si presenta come un polo importante nel settore del trasporto e dello smistamento delle merci. Questo ruolo si è venuto rinforzando in seguito alla realizzazione di infrastrutture dedicate alla logistica, connesse ad infrastrutture di supporto. Il sistema campano presenta punte di eccellenza di livello nazionale che possono incentivare il ruolo della Regione in questo settore, ma presenta anche fattori negativi che possono rallentare il decollo del settore. Si fa riferimento alle strozzature infrastrutturali e gestionali che ne inceppano l'efficienza, ma anche alla debolezza del sistema produttivo regionale che non garantisce una massa critica locale alla logistica campana. Un terzo aspetto è la mancanza di un chiaro disegno di programmazione degli investimenti e una maggiore chiarezza dei ruoli da assegnare alle diverse iniziative, nate soprattutto sulla base di spinte localistiche non coordinate. Il paper analizza la situazione della logistica territoriale in Campania e delle sue interrelazioni territoriali individuando punti di forza e di debolezza e potenziali fattori evolutivi. Gli aspetti della logistica che vengono affrontati sono di tipo territoriale e si differenziano da quelli della logistica urbana per la quantità di merci movimentate e per la concentrazione in pochi poli strategici, in quanto queste piattaforme logistiche richiedono attrezzature specializzate e ampi spazi per la movimentazione e il deposito. L'analisi del rapporto tra territorio e logistica individua quelli che sono i principali elementi di interconnessione e, spesso, di crisi, nell'uso dello spazio fisico, in ragione degli obiettivi a volte divergenti tra il governo del territorio ed i soggetti economici. Si passa successivamente ad analizzare lo stato del movimento merci in relazione alla portualità mediterranea e lo stato del sistema logistico campano (non ancora definito in tutte le sue parti) in relazione anche alla situazione economica e territoriale regionale. A questo scopo il paper approfondisce anche l'evoluzione della pianificazione territoriale in Campania, mettendo in evidenza come molte scelte, tra cui quelle connesse alla localizzazione degli impianti della logistica, siano avvenute al di fuori di strumenti di piano vigenti.

The European space is marked by the recent beginning of the dualism nation-region. In it the cities take on a fundamental role because their success becomes the success of the territories around. Manuel Castell has maintained that the city is the social structure in which any territorial phenomena (from the economical development processes to the relations between classes or ethnic groups, from the public intervention to the financial accumulation) takes on its bigger strength because in it are concentrated the focusing in the territorial transformations. Obvious the cities are not the same, for physical or functional dimension; besides every innovation adds and modifies the relational system previously created. Aim of the paper is to analyse the factors generating the urban hierarchies to the European level and the impact on it of the new high velocity nets. In the first section it is carried out a reading/analysis of the hierarchies in the urban European system, as outlined in a series of studies. The second section analyses the role of the communication infrastructures in the building of the hierarchies and, in the third, is deepen the impact of the building of European high speed network on the fluctuations in the cities hierarchy. The paper asserts that the hierarchy is influenced by the growing of this infrastructure only for the second level positions, while the head positions are not influenced by it. One of the possible conclusion is that in a mature situation as the European territorial system, the urban structure seems to be well organized around poles with a strong persistence. This does not mean that a city could not climb the hierarchies, although this is possible only if a number of preconditions and of support policies are verified and with the remarks that this does not seem to affect the head positions, characterized by large stability.

All'interno del sistema territoriale meridionale la Regione Campania si presenta come un polo importante nel settore del trasporto e dello smistamento delle merci. Questo ruolo si è venuto rinforzando in seguito alla realizzazione di infrastrutture dedicate alla logistica, connesse ad infrastrutture di supporto. Il sistema campano presenta punte di eccellenza di livello nazionale che possono incentivare il ruolo della Regione in questo settore, ma presenta anche fattori negativi che possono rallentare il decollo del settore. Si fa riferimento alle strozzature infrastrutturali e gestionali che ne inceppano l'efficienza, ma anche alla debolezza del sistema produttivo regionale che non garantisce una massa critica locale alla logistica campana. Un terzo aspetto è la mancanza di un chiaro disegno di programmazione degli investimenti e una maggiore chiarezza dei ruoli da assegnare alle diverse iniziative, nate soprattutto sulla base di spinte localistiche non coordinate. Il paper analizza la situazione della logistica territoriale in Campania e delle sue interrelazioni territoriali individuando punti di forza e di debolezza e potenziali fattori evolutivi. Gli aspetti della logistica che vengono affrontati sono di tipo territoriale e si differenziano da quelli della logistica urbana per la quantità di merci movimentate e per la concentrazione in pochi poli strategici, in quanto queste piattaforme logistiche richiedono attrezzature specializzate e ampi spazi per la movimentazione e il deposito. L'analisi del rapporto tra territorio e logistica individua quelli che sono i principali elementi di interconnessione e, spesso, di crisi, nell'uso dello spazio fisico, in ragione degli obiettivi a volte divergenti tra il governo del territorio ed i soggetti economici. Si passa successivamente ad analizzare lo stato del movimento merci in relazione alla portualità mediterranea e lo stato del sistema logistico campano (non ancora definito in tutte le sue parti) in relazione anche alla situazione economica e territoriale regionale. A questo scopo il paper approfondisce anche l'evoluzione della pianificazione territoriale in Campania, mettendo in evidenza come molte scelte, tra cui quelle connesse alla localizzazione degli impianti della logistica, siano avvenute al di fuori di strumenti di piano vigenti. ; Logistics can be defined as the process of planning, organization and control of all the activities of transport and storage of goods and informations; it interests all the productive phases, from the acquisition of raw materials, to the production process in the factories, up to the delivery of the finished products to the final customers. The specific trend of the production's process due to the logistics involves the flows and the storage of goods, from raw materials to semi-finished goods to finished products, so they are available to consumers. In this way the logistics intersects the territory at different stages of its activity: when the raw materials are brought to the factory, when the factory sends to other factories semi-production units, where products are stored in equipped areas, and when the final goods are brought to terminal sales. Within the Southern territorial system the Campania is an important hub in the transport and sorting of goods. This role has made stronger after the carrying out of new infrastructures dedicated to the logistics, related to other support infrastructures, as railways and motorways. The regional system presents nationwide excellence's peaks that could encourage its role in this sector, but there are also negative factors that may to slow the take-off of the sector. The reference is to the infrastructures and operating bottlenecks interfering the efficiency, but also to the weakness of the regional production's system that doesn't ensures a local critical mass to the logistics of the region. A third aspect is the lack of a clear structure of programming investment and greater clarity of roles assigned to various initiatives, arising mainly on local, uncoordinated pushes. The paper analyzes the situation of territorial logistics and of its spatial interrelationship in Campania, identifying strengths, weaknesses, and potential evolutionary factors. The discussion faces up aspects of territorial logistics; they differ from the urban logistics for the amount of handled commodities and for the concentration in a few strategic poles, because these logistics platforms require specialized equipments and wide spaces for movement and deposit. The first part of the paper analyses the relationships between territory and logistics and identifies either the main elements of interconnection or, often, of crisis in the use of physical space, for reasons of the diverging objectives between the territorial government and the economic actors. The second part considers the condition of good's movement in relation to the Mediterranean port facilities, to the state of the logistics system of Campania, and to the economic and territorial situation of the region. To this purpose, the paper also explores the evolution of territorial planning in Campania, highlighting how a series of choices, including those related to the location of logistics facilities, have been made outside of existing planning tools.

The paper tackles the phenomenon of the urban expansion through two concepts: metropolitan area and sprawl. The first, heir of the rational and positivist tradition of development, would lead to orderly and efficient metropolis; the second, son of the capitalist individualism and of the environmentalist emergency, considers the expanded city as one of the symbols of the process of unlimited appropriation of the space. Between these two concepts there is the short period of last crisis of the city, the two decades from 1970s to 1980s. From this moment the city is emerged acting out towards three main directions: the first is the expulsion of activities considered unessential; the second is the repossession of abandoned parts of the city and their transformation into high quality urban districts; the third is the search for new meanings and new perspectives, with the following marketing actions that appear to be central in the city's policies. In this process it is interesting to observe that the actions regarded as positive are physically positioned in different places from the negative ones: when one talk about urban rehabilitation the mind runs to downtown or to semi-central urban areas; the same when one talk about actions on the image of the city. The final section of the paper examines the metropolitan area of Naples. The analysis is conducted by a qualitative point of view (in relation to the functional character of the metropolitan area) and by a quantitative point of view (in relation to the changes of the population structure over the past 150 years). In this regard, the "analytical metropolitan area" has nothing to do with the potential administrative boundaries. ; Il paper affronta il fenomeno dell'espansione urbana analizzando due concetti, quello di area metropolitana e quello di sprawl. Il primo, erede della tradizione razionale e positivista dello sviluppo, avrebbe dovuto portare a metropoli ordinate ed efficienti; il secondo, figlio dell'individualismo capitalistico e dell'indifferenza nei confronti dell'ambiente, modella la città estesa come uno dei simboli del processo di appropriazione illimitata dello spazio. In mezzo vi è il breve periodo dell'ultima crisi urbana, a cavallo degli anni '70 e '80; da questa crisi la città è uscita agendo verso tre direzioni principali: la prima è stata l'espulsione di funzioni ritenute non primarie; la seconda è stata la riappropriazione di ambiti urbani in stato di abbandono e la loro trasformazione in distretti di elevata qualità; la terza è stata la ricerca di nuovi significati, di nuove prospettive e di conseguenti azioni di marketing che sembrano essere divenute fondamentali per ogni politica urbana. È interessante osservare in questo processo che quelle che vengono considerate come azioni positive sono fisicamente localizzate in quadranti urbani diversi da quelle ritenute negative: quando si parla di riqualificazione della città si ha a che fare con aree urbane centrali o semicentrali, così come quando si parla di azioni sull'immagine della città. In questo senso la macchia espansa della residenza e delle funzioni ad essa connesse sembra estranea a questi fattori di qualità e viene catalogata come processo negativo inevitabile; su di essa, infatti, si ragiona o come conseguenza di comportamenti individualistici o come conseguenza della forza dei soggetti economico-territoriali. La parte finale del paper si incentra sull'area metropolitana di Napoli; l'analisi è svolta da un punto di vista qualitativo (in relazione ai caratteri funzionali dell'area) e da un punto di vista quantitativo (in relazione ai cambiamenti nella distribuzione della popolazione nel corso degli ultimi 150 anni).

The European space is marked by the recent beginning of the dualism nation-region. In it the cities take on a fundamental role because their success becomes the success of the territories around. Manuel Castell has maintained that the city is the social structure in which any territorial phenomena (from the economical development processes to the relations between classes or ethnic groups, from the public intervention to the financial accumulation) takes on its bigger strength because in it are concentrated the focusing in the territorial transformations. Obvious the cities are not the same, for physical or functional dimension; besides every innovation adds and modifies the relational system previously created. Aim of the paper is to analyse the factors generating the urban hierarchies to the European level and the impact on it of the new high velocity nets. In the first section it is carried out a reading/analysis of the hierarchies in the urban European system, as outlined in a series of studies. The second section analyses the role of the communication infrastructures in the building of the hierarchies and, in the third, is deepen the impact of the building of European high speed network on the fluctuations in the cities hierarchy. The paper asserts that the hierarchy is influenced by the growing of this infrastructure only for the second level positions, while the head positions are not influenced by it. One of the possible conclusion is that in a mature situation as the European territorial system, the urban structure seems to be well organized around poles with a strong persistence. This does not mean that a city could not climb the hierarchies, although this is possible only if a number of preconditions and of support policies are verified and with the remarks that this does not seem to affect the head positions, characterized by large stability. ; Lo spazio europeo si contraddistingue per il dualismo nazione-regione. In questo dualismo le città assumono un ruolo fondamentale in quanto il proprio successo tende a divenire il successo dei territori contermini. Manuel Castell, nel 1983, sosteneva che la città è la struttura sociale in cui qualsiasi fenomeno territoriale (dai processi di sviluppo economico alle relazioni tra classi o tra gruppi etnici, dall'intervento pubblico all'accumulazione, ecc.) assume la sua maggiore forza in quanto in essa si concentrano le polarizzazioni nelle trasformazioni territoriali. Ovviamente le città non sono tutte uguali, sia per dimensione fisica che per dimensione funzionale. Inoltre ogni innovazione aggiunge e modifica il sistema di relazioni che si è generato in precedenza. Obiettivo del saggio è analizzare i fattori che generano le gerarchie urbane a livello europeo e l'impatto sulle stesse delle nuove reti ad alta velocità. Esso si articola in una prima parte in cui si effettua una lettura ed una analisi di alcuni studi relativi alla costruzione di gerarchie nel sistema urbano europeo; successivamente si passa ad analizzare il ruolo delle infrastrutture di comunicazione nella costruzione delle gerarchie ed, infine, si approfondisce l'impatto della costruzione della rete europea dell'alta velocità sulle variazioni nella gerarchia delle città.

All'interno del sistema territoriale meridionale la Regione Campania si presenta come un polo importante nel settore del trasporto e dello smistamento delle merci. Questo ruolo si è venuto rinforzando in seguito alla realizzazione di infrastrutture dedicate alla logistica, connesse ad infrastrutture di supporto. Il sistema campano presenta punte di eccellenza di livello nazionale che possono incentivare il ruolo della Regione in questo settore, ma presenta anche fattori negativi che possono rallentare il decollo del settore. Si fa riferimento alle strozzature infrastrutturali e gestionali che ne inceppano l'efficienza, ma anche alla debolezza del sistema produttivo regionale che non garantisce una massa critica locale alla logistica campana. Un terzo aspetto è la mancanza di un chiaro disegno di programmazione degli investimenti e una maggiore chiarezza dei ruoli da assegnare alle diverse iniziative, nate soprattutto sulla base di spinte localistiche non coordinate. Il paper analizza la situazione della logistica territoriale in Campania e delle sue interrelazioni territoriali individuando punti di forza e di debolezza e potenziali fattori evolutivi. Gli aspetti della logistica che vengono affrontati sono di tipo territoriale e si differenziano da quelli della logistica urbana per la quantità di merci movimentate e per la concentrazione in pochi poli strategici, in quanto queste piattaforme logistiche richiedono attrezzature specializzate e ampi spazi per la movimentazione e il deposito. L'analisi del rapporto tra territorio e logistica individua quelli che sono i principali elementi di interconnessione e, spesso, di crisi, nell'uso dello spazio fisico, in ragione degli obiettivi a volte divergenti tra il governo del territorio ed i soggetti economici. Si passa successivamente ad analizzare lo stato del movimento merci in relazione alla portualità mediterranea e lo stato del sistema logistico campano (non ancora definito in tutte le sue parti) in relazione anche alla situazione economica e territoriale regionale. A questo scopo il paper approfondisce anche l'evoluzione della pianificazione territoriale in Campania, mettendo in evidenza come molte scelte, tra cui quelle connesse alla localizzazione degli impianti della logistica, siano avvenute al di fuori di strumenti di piano vigenti. ; Logistics can be defined as the process of planning, organization and control of all the activities of transport and storage of goods and informations; it interests all the productive phases, from the acquisition of raw materials, to the production process in the factories, up to the delivery of the finished products to the final customers. The specific trend of the production's process due to the logistics involves the flows and the storage of goods, from raw materials to semi-finished goods to finished products, so they are available to consumers. In this way the logistics intersects the territory at different stages of its activity: when the raw materials are brought to the factory, when the factory sends to other factories semi-production units, where products are stored in equipped areas, and when the final goods are brought to terminal sales. Within the Southern territorial system the Campania is an important hub in the transport and sorting of goods. This role has made stronger after the carrying out of new infrastructures dedicated to the logistics, related to other support infrastructures, as railways and motorways. The regional system presents nationwide excellence's peaks that could encourage its role in this sector, but there are also negative factors that may to slow the take-off of the sector. The reference is to the infrastructures and operating bottlenecks interfering the efficiency, but also to the weakness of the regional production's system that doesn't ensures a local critical mass to the logistics of the region. A third aspect is the lack of a clear structure of programming investment and greater clarity of roles assigned to various initiatives, arising mainly on local, uncoordinated pushes. The paper analyzes the situation of territorial logistics and of its spatial interrelationship in Campania, identifying strengths, weaknesses, and potential evolutionary factors. The discussion faces up aspects of territorial logistics; they differ from the urban logistics for the amount of handled commodities and for the concentration in a few strategic poles, because these logistics platforms require specialized equipments and wide spaces for movement and deposit. The first part of the paper analyses the relationships between territory and logistics and identifies either the main elements of interconnection or, often, of crisis in the use of physical space, for reasons of the diverging objectives between the territorial government and the economic actors. The second part considers the condition of good's movement in relation to the Mediterranean port facilities, to the state of the logistics system of Campania, and to the economic and territorial situation of the region. To this purpose, the paper also explores the evolution of territorial planning in Campania, highlighting how a series of choices, including those related to the location of logistics facilities, have been made outside of existing planning tools.

Logistics can be defined as the process of planning, organization and control of all the activities of transport and storage of goods and informations; it interests all the productive phases, from the acquisition of raw materials, to the production process in the factories, up to the delivery of the finished products to the final customers. The specific trend of the production's process due to the logistics involves the flows and the storage of goods, from raw materials to semi-finished goods to finished products, so they are available to consumers. In this way the logistics intersects the territory at different stages of its activity: when the raw materials are brought to the factory, when the factory sends to other factories semi-production units, where products are stored in equipped areas, and when the final goods are brought to terminal sales. Within the Southern territorial system the Campania is an important hub in the transport and sorting of goods. This role has made stronger after the carrying out of new infrastructures dedicated to the logistics, related to other support infrastructures, as railways and motorways. The regional system presents nationwide excellence's peaks that could encourage its role in this sector, but there are also negative factors that may to slow the take-off of the sector. The reference is to the infrastructures and operating bottlenecks interfering the efficiency, but also to the weakness of the regional production's system that doesn't ensures a local critical mass to the logistics of the region. A third aspect is the lack of a clear structure of programming investment and greater clarity of roles assigned to various initiatives, arising mainly on local, uncoordinated pushes. The paper analyzes the situation of territorial logistics and of its spatial interrelationship in Campania, identifying strengths, weaknesses, and potential evolutionary factors. The discussion faces up aspects of territorial logistics; they differ from the urban logistics for the amount of handled commodities and for the concentration in a few strategic poles, because these logistics platforms require specialized equipments and wide spaces for movement and deposit. The first part of the paper analyses the relationships between territory and logistics and identifies either the main elements of interconnection or, often, of crisis in the use of physical space, for reasons of the diverging objectives between the territorial government and the economic actors. The second part considers the condition of good's movement in relation to the Mediterranean port facilities, to the state of the logistics system of Campania, and to the economic and territorial situation of the region. To this purpose, the paper also explores the evolution of territorial planning in Campania, highlighting how a series of choices, including those related to the location of logistics facilities, have been made outside of existing planning tools.

The paper tackles the phenomenon of the urban expansion through two concepts: metropolitan area and sprawl. The first, heir of the rational and positivist tradition of development, would lead to orderly and efficient metropolis; the second, son of the capitalist individualism and of the environmentalist emergency, considers the expanded city as one of the symbols of the process of unlimited appropriation of the space. Between these two concepts there is the short period of last crisis of the city, the two decades from 1970s to 1980s. From this moment the city is emerged acting out towards three main directions: the first is the expulsion of activities considered unessential; the second is the repossession of abandoned parts of the city and their transformation into high quality urban districts; the third is the search for new meanings and new perspectives, with the following marketing actions that appear to be central in the city's policies. In this process it is interesting to observe that the actions regarded as positive are physically positioned in different places from the negative ones: when one talk about urban rehabilitation the mind runs to downtown or to semi-central urban areas; the same when one talk about actions on the image of the city. The final section of the paper examines the metropolitan area of Naples. The analysis is conducted by a qualitative point of view (in relation to the functional character of the metropolitan area) and by a quantitative point of view (in relation to the changes of the population structure over the past 150 years). In this regard, the "analytical metropolitan area" has nothing to do with the potential administrative boundaries. ; Il paper affronta il fenomeno dell'espansione urbana analizzando due concetti, quello di area metropolitana e quello di sprawl. Il primo, erede della tradizione razionale e positivista dello sviluppo, avrebbe dovuto portare a metropoli ordinate ed efficienti; il secondo, figlio dell'individualismo capitalistico e dell'indifferenza nei confronti dell'ambiente, modella la città estesa come uno dei simboli del processo di appropriazione illimitata dello spazio. In mezzo vi è il breve periodo dell'ultima crisi urbana, a cavallo degli anni '70 e '80; da questa crisi la città è uscita agendo verso tre direzioni principali: la prima è stata l'espulsione di funzioni ritenute non primarie; la seconda è stata la riappropriazione di ambiti urbani in stato di abbandono e la loro trasformazione in distretti di elevata qualità; la terza è stata la ricerca di nuovi significati, di nuove prospettive e di conseguenti azioni di marketing che sembrano essere divenute fondamentali per ogni politica urbana. È interessante osservare in questo processo che quelle che vengono considerate come azioni positive sono fisicamente localizzate in quadranti urbani diversi da quelle ritenute negative: quando si parla di riqualificazione della città si ha a che fare con aree urbane centrali o semicentrali, così come quando si parla di azioni sull'immagine della città. In questo senso la macchia espansa della residenza e delle funzioni ad essa connesse sembra estranea a questi fattori di qualità e viene catalogata come processo negativo inevitabile; su di essa, infatti, si ragiona o come conseguenza di comportamenti individualistici o come conseguenza della forza dei soggetti economico-territoriali. La parte finale del paper si incentra sull'area metropolitana di Napoli; l'analisi è svolta da un punto di vista qualitativo (in relazione ai caratteri funzionali dell'area) e da un punto di vista quantitativo (in relazione ai cambiamenti nella distribuzione della popolazione nel corso degli ultimi 150 anni).

Lo spazio europeo si contraddistingue per il dualismo nazione-regione. In questo dualismo le città assumono un ruolo fondamentale in quanto il proprio successo tende a divenire il successo dei territori contermini. Manuel Castell, nel 1983, sosteneva che la città è la struttura sociale in cui qualsiasi fenomeno territoriale (dai processi di sviluppo economico alle relazioni tra classi o tra gruppi etnici, dall'intervento pubblico all'accumulazione, ecc.) assume la sua maggiore forza in quanto in essa si concentrano le polarizzazioni nelle trasformazioni territoriali. Ovviamente le città non sono tutte uguali, sia per dimensione fisica che per dimensione funzionale. Inoltre ogni innovazione aggiunge e modifica il sistema di relazioni che si è generato in precedenza. Obiettivo del saggio è analizzare i fattori che generano le gerarchie urbane a livello europeo e l'impatto sulle stesse delle nuove reti ad alta velocità. Esso si articola in una prima parte in cui si effettua una lettura ed una analisi di alcuni studi relativi alla costruzione di gerarchie nel sistema urbano europeo; successivamente si passa ad analizzare il ruolo delle infrastrutture di comunicazione nella costruzione delle gerarchie ed, infine, si approfondisce l'impatto della costruzione della rete europea dell'alta velocità sulle variazioni nella gerarchia delle città. ; The European space is marked by the recent beginning of the dualism nation-region. In it the cities take on a fundamental role because their success becomes the success of the territories around. Manuel Castell has maintained that the city is the social structure in which any territorial phenomena (from the economical development processes to the relations between classes or ethnic groups, from the public intervention to the financial accumulation) takes on its bigger strength because in it are concentrated the focusing in the territorial transformations. Obvious the cities are not the same, for physical or functional dimension; besides every innovation adds and modifies the relational system previously created. Aim of the paper is to analyse the factors generating the urban hierarchies to the European level and the impact on it of the new high velocity nets. In the first section it is carried out a reading/analysis of the hierarchies in the urban European system, as outlined in a series of studies. The second section analyses the role of the communication infrastructures in the building of the hierarchies and, in the third, is deepen the impact of the building of European high speed network on the fluctuations in the cities hierarchy. The paper asserts that the hierarchy is influenced by the growing of this infrastructure only for the second level positions, while the head positions are not influenced by it. One of the possible conclusion is that in a mature situation as the European territorial system, the urban structure seems to be well organized around poles with a strong persistence. This does not mean that a city could not climb the hierarchies, although this is possible only if a number of preconditions and of support policies are verified and with the remarks that this does not seem to affect the head positions, characterized by large stability.