Even for the evident "similarities" with the results of scientific and technological evolution of the "network society", during the 90s the network metaphor has established itself as a dominant "image", to which link the understanding/interpretation (project) of the contemporary complexity (city/territory/society). This resulted in new descriptions/interpretations (projects) of the city and of the territory that move from the "material" and "immaterial" organization of the network itself. However, not always the "reduction" operated within planning was able to highlight limitations and contradictions inherent in the network metaphor as an interpretative key. In fact, the planning "speech" seems to focus primarily on "technical" issues – which certainly are not irrelevant – as congestion of flows, inadequacy of logistics platforms and, more generally, as regards the Italian case, the serious and continuing infrastructure deficit: all factors that determine an undeniable impact on efficiency and competitiveness, on accessibility to services and on the timing of city use. But what, however, seems to be necessary is the overcoming of the still too sectoral approach towards a truly integrated planning pattern. This difficulty can be traced to some issues/problems of a structural nature that, historically, characterized the political-cultural and disciplinary Italian context. In the light of these problems, large territorial networks eventually take, at most, the role of (probable) elements of a "scenario" and not that of strategic development factors. An example of these difficulties is given by the recent territorial plan of the Province of Rome. The article suggests the assumption of the European strategic and multi-level approach, based on the concept of "infrastructural corridor", towards the overcoming of the highlighted problems.
Even for the evident "similarities" with the results of scientific and technological evolution of the "network society", during the 90s the network metaphor has established itself as a dominant "image", to which link the understanding/interpretation (project) of the contemporary complexity (city/territory/society). This resulted in new descriptions/interpretations (projects) of the city and of the territory that move from the "material" and "immaterial" organization of the network itself.However, not always the "reduction" operated within planning was able to highlight limitations and contradictions inherent in the network metaphor as an interpretative key.In reality, the planning "speech" seems to focus primarily on "technical" issues – which certainly are not irrelevant – as congestion of flows, inadequacy of logistics platforms and, more generally, as regards the Italian case, on the serious and continuing infrastructure deficit: all factors that determine an undeniable impact on efficiency and competitiveness, on accessibility to services and on the timing of city use.But what, however, seems to be necessary is the overcoming of the still too sectoral approach towards a truly integrated planning pattern.This difficulty can be traced to some issues/problems of a structural nature that, historically, characterized the political-cultural and disciplinary Italian context. For example, despite the obvious consequences, measures regarding infrastructures tend to be made separately from the planning system. This is derived from the organization in different sectors that historically characterized public administration in general. In addition, we have particularistic logic of both vertical and horizontal type, that is the division of powers between administrative bodies of different levels or between structures of the same sector.This limits related to the issue of segmentation are more noticeable if you switch from ordinary activities to the field of territorial development policies, which are increasingly entrusted to local and regional dimension, in which tend to manifest ideas, proposals and initiatives. On the other hand, as regards the national infrastructure policies, the long absence of comprehensive planning documents, which can provide a reference for local authorities and economic operators, has been mirrored in an episodic and often contradictory action. This situation seems to persist despite the profound changes that, since the 90s, have invested "traditional" planning tools in the direction of greater institutional coordination, and despite the EU territorial policies.Thus, large territorial networks eventually take, at most, the role of (probable) elements of a "scenario" and not that of strategic development factors.An example of these difficulties is given by the recent territorial plan of the Province of Rome.The article suggests the assumption of the European strategic and multi-level (highly experimental) approach, based on the concept of "Territorial Platform", towards the overcoming of the highlighted problems. ; La metafora della rete costituisce ormai l'immagine dominante per l'interpretazione del territorio contemporaneo. Tuttavia la sua "riduzione" urbanistica non sembra cogliere appieno le sue potenzialità in termini di sviluppo a causa di alcuni fattori strutturali che storicamente caratterizzano il contesto culturale, politico e disciplinare italiano e che condizionano l'efficacia degli strumenti urbanistici. In questo senso, il caso del recente Piano Territoriale della Provincia di Roma costituisce un esempio significativo.Il concetto di "corridoio infrastrutturale", presente nelle politiche europee, può costituire un'opportunità per il superamento delle difficoltà evidenziate e per la costruzione di approcci realmente integrati, passando dall'idea dell'infrastrutturazione del territorio alla nozione innovativa del territorio come infrastruttura.
Even for the evident "similarities" with the results of scientific and technological evolution of the "network society", during the 90s the network metaphor has established itself as a dominant "image", to which link the understanding/interpretation (project) of the contemporary complexity (city/territory/society). This resulted in new descriptions/interpretations (projects) of the city and of the territory that move from the "material" and "immaterial" organization of the network itself.However, not always the "reduction" operated within planning was able to highlight limitations and contradictions inherent in the network metaphor as an interpretative key.In reality, the planning "speech" seems to focus primarily on "technical" issues – which certainly are not irrelevant – as congestion of flows, inadequacy of logistics platforms and, more generally, as regards the Italian case, on the serious and continuing infrastructure deficit: all factors that determine an undeniable impact on efficiency and competitiveness, on accessibility to services and on the timing of city use.But what, however, seems to be necessary is the overcoming of the still too sectoral approach towards a truly integrated planning pattern.This difficulty can be traced to some issues/problems of a structural nature that, historically, characterized the political-cultural and disciplinary Italian context. For example, despite the obvious consequences, measures regarding infrastructures tend to be made separately from the planning system. This is derived from the organization in different sectors that historically characterized public administration in general. In addition, we have particularistic logic of both vertical and horizontal type, that is the division of powers between administrative bodies of different levels or between structures of the same sector.This limits related to the issue of segmentation are more noticeable if you switch from ordinary activities to the field of territorial development policies, which are increasingly entrusted to local and regional dimension, in which tend to manifest ideas, proposals and initiatives. On the other hand, as regards the national infrastructure policies, the long absence of comprehensive planning documents, which can provide a reference for local authorities and economic operators, has been mirrored in an episodic and often contradictory action. This situation seems to persist despite the profound changes that, since the 90s, have invested "traditional" planning tools in the direction of greater institutional coordination, and despite the EU territorial policies.Thus, large territorial networks eventually take, at most, the role of (probable) elements of a "scenario" and not that of strategic development factors.An example of these difficulties is given by the recent territorial plan of the Province of Rome.The article suggests the assumption of the European strategic and multi-level (highly experimental) approach, based on the concept of "Territorial Platform", towards the overcoming of the highlighted problems. ; La metafora della rete costituisce ormai l'immagine dominante per l'interpretazione del territorio contemporaneo. Tuttavia la sua "riduzione" urbanistica non sembra cogliere appieno le sue potenzialità in termini di sviluppo a causa di alcuni fattori strutturali che storicamente caratterizzano il contesto culturale, politico e disciplinare italiano e che condizionano l'efficacia degli strumenti urbanistici. In questo senso, il caso del recente Piano Territoriale della Provincia di Roma costituisce un esempio significativo.Il concetto di "corridoio infrastrutturale", presente nelle politiche europee, può costituire un'opportunità per il superamento delle difficoltà evidenziate e per la costruzione di approcci realmente integrati, passando dall'idea dell'infrastrutturazione del territorio alla nozione innovativa del territorio come infrastruttura.
Istanbul is one of the oldest metropolis of the world, standing upon two continents, but its modern history, which is linked to planning exercise, can be traced back the beginning of the last century. In fact, the industrialization was the most attractive factor for people without job, living in the underdeveloped rural regions of the country, bringing serious problems to the city: urban sprawl, unemployment, insufficient infrastructures and public services and, over all, the illegal settlements called gegekondu (built-in-a-night houses), located in the outskirts of the urban area. In general, the growth goes over forward three branches, which are population, land use and transportation network, but it is possible to recognize in the linear form the influence of mobility factors: ferry, railways and highways. The current structure of the metropolitan area of Istanbul clearly shows the relationship between the mobility system and an uncontrolled urban sprawl. Starting from 1950 public investments have been oriented towards the construction of urban highways as an answer to the increasing exodus of rural population and to the related occupation of urban soils. In this sense, many authors underline how the proposed solutions and the reasons of the problems paradoxically tend to coincide. On the other hand, planning tools which have been used in the past have proved ineffective and have produced a largely illegal and ungovernable city. In fact, it is possible to describe the evolution of city planning as a result of the difficult to apply planning and development tools successfully experienced in the European countries but not adequately conceived with regards to the local social and economic structure of Istanbul. In particular, polycentrism, which has been largely evocated in planning tools – think of Sir Patrick Abercrombie's proposals, at the middle of the Fifties, or of Luigi Piccinato's plan of the metropolitan area (1969) – has constantly exceeded by the diffusion of illegal settlements. It probably means that changes are faster than the duration required for the processes which are used in planning and transportation organization. Also the new tools, as strategic plan and urban project, seem to show their limits. A larger integration between still sectoral urban policies can contribute to the definition of innovative approaches. An example is given by the pilot project "Street are Ours, One Day a Month": the slogan "moving people is more important than moving cars" clearly shows the "communicative" dimension of the initiative, aimed at the experimentation of innovative forms of alternative mobility in the framework of a broader involvement of inhabitants in planning choices. In this sense, the pilot project is oriented towards a reinforcement of the meanings related to the concept of proximity, involving not only mobility issues, but also those of community and local identity. ; L'attuale assetto dell'area metropolitana di Istanbul evidenzia con chiarezza il rapporto tra sistema della mobilità urbana ed espansione incontrollata del costruito. Gli strumenti di pianificazione utilizzati nel passato si sono rivelati inefficaci ed hanno prodotto una città in larga parte illegale che oggi appare ingovernabile. Tuttavia anche i nuovi strumenti del piano strategico e del progetto urbano sembrano mostrare i propri limiti. Una maggiore integrazione tra politiche urbane ancora troppo settoriali può contribuire alla definizione di approcci realmente innovativi.
Istanbul is one of the oldest metropolis of the world, standing upon two continents, but its modern history, which is linked to planning exercise, can be traced back the beginning of the last century. In fact, the industrialization was the most attractive factor for people without job, living in the underdeveloped rural regions of the country, bringing serious problems to the city: urban sprawl, unemployment, insufficient infrastructures and public services and, over all, the illegal settlements called gegekondu (built-in-a-night houses), located in the outskirts of the urban area. In general, the growth goes over forward three branches, which are population, land use and transportation network, but it is possible to recognize in the linear form the influence of mobility factors: ferry, railways and highways. The current structure of the metropolitan area of Istanbul clearly shows the relationship between the mobility system and an uncontrolled urban sprawl. Starting from 1950 public investments have been oriented towards the construction of urban highways as an answer to the increasing exodus of rural population and to the related occupation of urban soils. In this sense, many authors underline how the proposed solutions and the reasons of the problems paradoxically tend to coincide. On the other hand, planning tools which have been used in the past have proved ineffective and have produced a largely illegal and ungovernable city. In fact, it is possible to describe the evolution of city planning as a result of the difficult to apply planning and development tools successfully experienced in the European countries but not adequately conceived with regards to the local social and economic structure of Istanbul. In particular, polycentrism, which has been largely evocated in planning tools – think of Sir Patrick Abercrombie's proposals, at the middle of the Fifties, or of Luigi Piccinato's plan of the metropolitan area (1969) – has constantly exceeded by the diffusion of illegal settlements. It probably means that changes are faster than the duration required for the processes which are used in planning and transportation organization. Also the new tools, as strategic plan and urban project, seem to show their limits. A larger integration between still sectoral urban policies can contribute to the definition of innovative approaches. An example is given by the pilot project "Street are Ours, One Day a Month": the slogan "moving people is more important than moving cars" clearly shows the "communicative" dimension of the initiative, aimed at the experimentation of innovative forms of alternative mobility in the framework of a broader involvement of inhabitants in planning choices. In this sense, the pilot project is oriented towards a reinforcement of the meanings related to the concept of proximity, involving not only mobility issues, but also those of community and local identity. ; L'attuale assetto dell'area metropolitana di Istanbul evidenzia con chiarezza il rapporto tra sistema della mobilità urbana ed espansione incontrollata del costruito. Gli strumenti di pianificazione utilizzati nel passato si sono rivelati inefficaci ed hanno prodotto una città in larga parte illegale che oggi appare ingovernabile. Tuttavia anche i nuovi strumenti del piano strategico e del progetto urbano sembrano mostrare i propri limiti. Una maggiore integrazione tra politiche urbane ancora troppo settoriali può contribuire alla definizione di approcci realmente innovativi.
