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Ecosystem services and green infrastructure do not appear to inform spatial policies and plans. National governments hardly identify their ecological networks and made an effort to integrate them into their spatial policies and plans. Under this perspective, an important scientific and technical issue is to focus on preserving corridors for enabling species mobility and on achieving connectivity between natural protected areas. In this respect, this special issue takes a step forward insofar as it aims at proposing a theoretical and methodological discussion on the definition and implementation of ecological networks that, beside guaranteeing wildlife movements, also provide a wide range of ecosystem services. The social and economic profile of this question is also relevant, since, in the long run, savings on public spending (e.g., due to reduced need for grey infrastructures aiming at contrasting soil erosion or at managing flood risk), savings on private spending (e.g., on water treatment costs) and potential green jobs creation are foreseeable. Moreover, indirect and less easily quantifiable social and health benefits (e.g., due to improved natural pollution abatement) are likely to occur as well.

The events that led to the proclamation of the Reign of Italy in 1861, after the heroic actions by Garibaldi and the wise politics by Cavour, opened a new stage in Italian history. This is an important moment for a country that had always lived divisions among different political parties and had always been dominated by foreign rulers. The Italian state was created in an important historical period made of technical and economical development thanks to several technological inventions, such as textile machines, the train, the electrical telegraph. These inventions needed also a development in communications. Soon after the Unity of Italy the conditions of the last ones were considerably backward. From the physical geographical viewpoint, the distance between the two extremes of the peninsula, leaving out also the two main isles, was longer than that of all the other European Countries. Besides, just in the Po Valley and along few flat coast lines the relief conditions were suitable for building roads, railways and modern highways. Currently all that is clear: there a few stretches without flyovers, bridges, tunnels and viaducts, which have greatly contributed to transform the landscape (for example the link Genoa – Savona, belonging to highway Fiori – Genova/Ventimiglia – opened in 1967, includes 158 km built along the coast with 27 galleries and 90 viaducts). Historically the "entries of Italy" were the alpine passes and the ports on the coast. The "Belpaese" has been perhaps the most famous example of what the geographer Jean Gottmann called the "crossroads regions" (carrefours) with openings to the world which have given them great opportunities to connect and exchange. In the globalization age the new entries to the world are the international airports, while the telematic networks contribute to get rid of the idea of border itself. A journey to discover the thick and wide realization of communications and telecommunications works which, in different ways, have created " the united and connected Italy", with a huge effort being greater than the one of the other European Countries, for historical, geographical and urban planning reasons. Networks being fundamental not only for the economic growth and development, but also to build the national society and conscience. ; The events that led to the proclamation of the Reign of Italy in 1861, after the heroic actions by Garibaldi and the wise politics by Cavour, opened a new stage in Italian history. This is an important moment for a country that had always lived divisions among different political parties and had always been dominated by foreign rulers. The Italian state was created in an important historical period made of technical and economical development thanks to several technological inventions, such as textile machines, the train, the electrical telegraph. These inventions needed also a development in communications. Soon after the Unity of Italy the conditions of the last ones were considerably backward. From the physical geographical viewpoint, the distance between the two extremes of the peninsula, leaving out also the two main isles, was longer than that of all the other European Countries. Besides, just in the Po Valley and along few flat coast lines the relief conditions were suitable for building roads, railways and modern highways. Currently all that is clear: there a few stretches without flyovers, bridges, tunnels and viaducts, which have greatly contributed to transform the landscape (for example the link Genoa – Savona, belonging to highway Fiori – Genova/Ventimiglia – opened in 1967, includes 158 km built along the coast with 27 galleries and 90 viaducts). Historically the "entries of Italy" were the alpine passes and the ports on the coast. The "Belpaese" has been perhaps the most famous example of what the geographer Jean Gottmann called the "crossroads regions" (carrefours) with openings to the world which have given them great opportunities to connect and exchange. In the globalization age the new entries to the world are the international airports, while the telematic networks contribute to get rid of the idea of border itself. A journey to discover the thick and wide realization of communications and telecommunications works which, in different ways, have created " the united and connected Italy", with a huge effort being greater than the one of the other European Countries, for historical, geographical and urban planning reasons. Networks being fundamental not only for the economic growth and development, but also to build the national society and conscience.

The events that led to the proclamation of the Reign of Italy in 1861, after the heroic actions by Garibaldi and the wise politics by Cavour, opened a new stage in Italian history. This is an important moment for a country that had always lived divisions among different political parties and had always been dominated by foreign rulers. The Italian state was created in an important historical period made of technical and economical development thanks to several technological inventions, such as textile machines, the train, the electrical telegraph. These inventions needed also a development in communications. Soon after the Unity of Italy the conditions of the last ones were considerably backward. From the physical geographical viewpoint, the distance between the two extremes of the peninsula, leaving out also the two main isles, was longer than that of all the other European Countries. Besides, just in the Po Valley and along few flat coast lines the relief conditions were suitable for building roads, railways and modern highways. Currently all that is clear: there a few stretches without flyovers, bridges, tunnels and viaducts, which have greatly contributed to transform the landscape (for example the link Genoa – Savona, belonging to highway Fiori – Genova/Ventimiglia – opened in 1967, includes 158 km built along the coast with 27 galleries and 90 viaducts). Historically the "entries of Italy" were the alpine passes and the ports on the coast. The "Belpaese" has been perhaps the most famous example of what the geographer Jean Gottmann called the "crossroads regions" (carrefours) with openings to the world which have given them great opportunities to connect and exchange. In the globalization age the new entries to the world are the international airports, while the telematic networks contribute to get rid of the idea of border itself. A journey to discover the thick and wide realization of communications and telecommunications works which, in different ways, have created " the united and connected Italy", with a huge effort being greater than the one of the other European Countries, for historical, geographical and urban planning reasons. Networks being fundamental not only for the economic growth and development, but also to build the national society and conscience. ; The events that led to the proclamation of the Reign of Italy in 1861, after the heroic actions by Garibaldi and the wise politics by Cavour, opened a new stage in Italian history. This is an important moment for a country that had always lived divisions among different political parties and had always been dominated by foreign rulers. The Italian state was created in an important historical period made of technical and economical development thanks to several technological inventions, such as textile machines, the train, the electrical telegraph. These inventions needed also a development in communications. Soon after the Unity of Italy the conditions of the last ones were considerably backward. From the physical geographical viewpoint, the distance between the two extremes of the peninsula, leaving out also the two main isles, was longer than that of all the other European Countries. Besides, just in the Po Valley and along few flat coast lines the relief conditions were suitable for building roads, railways and modern highways. Currently all that is clear: there a few stretches without flyovers, bridges, tunnels and viaducts, which have greatly contributed to transform the landscape (for example the link Genoa – Savona, belonging to highway Fiori – Genova/Ventimiglia – opened in 1967, includes 158 km built along the coast with 27 galleries and 90 viaducts). Historically the "entries of Italy" were the alpine passes and the ports on the coast. The "Belpaese" has been perhaps the most famous example of what the geographer Jean Gottmann called the "crossroads regions" (carrefours) with openings to the world which have given them great opportunities to connect and exchange. In the globalization age the new entries to the world are the international airports, while the telematic networks contribute to get rid of the idea of border itself. A journey to discover the thick and wide realization of communications and telecommunications works which, in different ways, have created " the united and connected Italy", with a huge effort being greater than the one of the other European Countries, for historical, geographical and urban planning reasons. Networks being fundamental not only for the economic growth and development, but also to build the national society and conscience.

A partire dal 1960, in Spagna sono stati registrati numerosi e importanti cambiamenti politici, sociali e territoriali, parallelamente a un forte processo di sviluppo urbano. In questo lavoro, in particolare, viene fornito un quadro delle trasformazioni rilevate nella rete infrastrutturale e dei trasporti, in relazione alle esigenze delle realtà urbane. Inoltre, l'analisi considera le politiche che hanno portato a tali modifiche, soprattutto nel corso del periodo 1981-2010. Tra i principali obiettivi, vi è quello di evidenziare la necessità di organici modelli progettuali e di apposite linee guida, al fine di garantire un'oculata e proficua gestione dei fondi.A partir des années 60, en Espagne on constate un certain nombre d'importants changements politiques, sociaux et territoriaux, qui vont de pair avec un développement urbain de grande envergure. Dans cet article, en l'occurrence, on présente un tableau des transformations du réseau infra-structural et des transports, relativement aux exigences de la réalité urbaine. Par ailleurs, l'analyse prend en considération les politiques qui ont mené à de telles modifications, en particulier durant les années 1981-2010. Parmi les objectifs principaux, il faut mentionner celui qui concerne la nécessité d'avoir des modélisations holistiques des projets, afin de promouvoir une gestion attentive et productive des fonds.

Domenico Longhi, "Integrazione tra infrastrutture geografiche e reti di stazion permanenti delle regioni = Integration of geographical infrastructure and regional permanent stations networks" in: Bollettino dell'Associazione Italiana di Cartografia, 153 (2015), pp. 69-78 ; L'impegno delle Regioni e Provincie Autonome nella realizzazione e gestione di reti NRTK, nonché il loro contribuito alla realizzazione ed al monitoraggio della rete RDN, è finalizzato alla realizzazione di un sistema di Open Services in ambito geodetico. Tale sistema può costituire uno degli elementi della Infrastruttura Geodetica Nazionale, che, secondo le Regioni e Province Autonome, può realizzarsi come struttura di tipo federativo basata sulla cooperazione inter-istituzionale tra tutti i soggetti pubblici coinvolti (IGM, Agenzia delle Entrate, Regioni/CISIS, AGID) con il supporto scientifico delle Università. Il quadro di riferimento tecnologico in cui realizzare tale sistema federato dovrà essere fondato sugli standard europei e nazionali: Sistema di riferimento terrestre europeo EUREF, Direttiva INSPIRE, Sistema Pubblico di Connettività, sistema di Interoperabilità e Cooperazione Applicativa, Codice dell'Amministrazione Digitale, inoltre dovrà inserirsi negli interventi per l'attuazione delle Agende Digitali ai vari livelli. ; In order to create an Open Services System in geodetics, Regions and Autonomous Provinces are making efforts in implementing and managing NRTK and in building and monitoring the National dynamic Network (RDN). This Open Services System may be one of the components ofthe National Geodetics Infrastructure. According to Regions and Autonomous Provinces, the National Geodetics Infrastructure ought to have federative structure, based on cooperation between IGM, Revenue Agency, Regions/CISIS,AGID and Universities. This federate system should be based on National and European technological standards like EUREF, INSPIRE Directive, Public Connectivity System, Interoperability and Application Cooperation System, Digital Administration Code and should fit into interventions for accomplishment of Digital Agenda at all levels.

In two articles the author presents some key elements from his recently completed thesis about functional, non-intrusive information infrastructures for interorganisational public policy implementation. The development of these information infrastructures requires a new approach, chain-computerisation, based on new concepts and practices. This methodology is vital for public administration, if the problems associated with interorganisational policy implementation are to be overcome. Chain-computerisation recognises the impossibility in many interorganisational settings of implementing government policy, because no single organisational actor has authority over the system. Thus, for example, a Dutch requirement that prisoners serving longer prison sentences must notify the Benefits system so that benefit paid can be adjusted, cannot be enforced because this multi-agency setting is too complex to allow adequate co-ordinated control. What is needed is an informational solution which automatically signals to the Imprisonment system that a prisoner is receiving benefits. Such highly automated communication systems can also protect privacy, in this particular example by signalling that a note must be sent by the prisoner to his benefit agency rather than by triggering enforcement by the Imprisonment system without the prisoner concerned knowing it. This methodology can be seen as emerged from 'lessons learned' during the period that the author was responsible for the development of information policies at the Dutch Ministry of Justice. Chain-computerisation is explained here by means of examples taken from the penal and social welfare systems, but it should be emphasized that the methodology of chain-computerisation can be applied to many other situations where public policy is to be implemented by close co-operation of many autonomous public and private organisations.

Mainly in Italy but more considerably in many European countries, the policies targeted to build transport infrastructures did not succeed in meeting the growing demand for mobility or, at least, have been addressed, for many decades, to increase the infrastructure supply (roads) that showed their limits but mostly their inefficiency as regards costs and negative impacts. The lack of policies addressed to make valid alternatives to private transport and the speed with which the need for mobility has increased have led many cities almost to collapse. Problems of congestion, pollution, urban decay are the elements associated with this process, with heavy environmental as well as economic and social consequences. In order to make up for this consolidated situation, policies targeted to improve rail public transport are being implemented as alternative to private transport. The interventions are usually very complex and often unpopular, also for the need to make interventions in already consolidated contexts with consequent problems linked to the fragility of the territory, the difficulty in organizing the building site for the works, with a further traffic increase near the usually long-lasting building sites. The analysis of the most important experiences points out, however, that where the interventions for transport infrastructures have been associated with urban transformations targeted to build, around the stations or inside the stations themselves, functional poles or at least opportunities of urban requalification there have been numerous results and a mitigation of negative impacts. The case of the Line 6 Mostra-Mergellina route of the Naples subway is very interesting because, although no surface stations have been realized but only simple accesses to the infrastructure, its realization has produced an important process of requalification, affecting an important area of the Forigrotta district, one of the largest and most populated district of Naples. The interventions for the realization of the Line 6 have offered a rail public transport, in line with the European security and comfort standards, to the Furoigrotta district and to the whole city but, besides that, they have allowed other important surface interventions considered as the elements of an integrated program of actions that have produced important opportunities of urban requalification for the city. ; Soprattutto in Italia ma in modo significativo in gran parte dell'Europa, le politiche messe in campo per la realizzazione di infrastrutture di trasporto non sono riuscite a soddisfare la crescente domanda di mobilità o, quanto meno, si sono indirizzate, per molti decenni, verso l'incremento dell'offerta di infrastrutture (strade) che hanno evidenziato i loro limiti ma soprattutto la loro inefficienza in termini di costi ed impatti negativi. L'assenza di politiche finalizzate alla realizzazione di offerte valide ed alternative al trasporto privato e la velocità con cui si è ampliata l'esigenza di mobilità ha portato al limite del collasso molte città. Problemi di congestione, inquinamento, degrado urbano sono i fenomeni che hanno accompagnato questo processo con notevoli conseguenze ambientali ma anche economiche e sociali. Al fine di porre rimedio alla difficile situazione che si è andata consolidando, si stanno mettendo in campo politiche finalizzate ad incrementare il trasporto pubblico su ferro come alternativa a quello privato. Gli interventi sono in genere molto complessi e non sempre ben visti anche per la necessità di intervenire in contesti urbani oramai consolidati con i conseguenti problemi legati alla fragilità del territorio, alle difficoltà di cantierizzazione delle opere e con ulteriore aggravio del traffico in prossimità delle aree di cantiere i cui tempi di permanenza sono in genere molto lunghi. L'analisi delle principali esperienze evidenzia però che lì dove agli interventi per la realizzazione di infrastrutture di trasporto si sono accompagnate trasformazioni urbane finalizzate a creare intorno alle stazioni e nelle stazioni stesse dei nuovi poli funzionali o almeno delle occasioni di riqualificazione urbana si sono riscontrati molteplici risultati oltre che una attenuazione degli impatti negativi. Il caso della tratta Mostra-Mergellina della linea 6 della metropolitana di Napoli è un caso particolarmente interessante in quanto pur non essendo state realizzate stazioni superficiali ma semplici accessi all'infrastruttura, con la realizzazione della tratta metropolitana si è dato avvio ad un significativo processo di riqualificazione che ha interessato un'importante area del quartiere di Fuorigrotta, uno dei più estesi e popolosi della città di Napoli. Gli interventi per la realizzazione della linea 6 hanno consentito al quartiere Fuorigrotta e alla città di dotarsi di un sistema di trasporto pubblico su ferro in linea con gli standard di sicurezza e di confort europei, ma oltre alla realizzazione di un efficiente sistema di trasporto pubblico, hanno consentito anche importanti interventi in superficie che si sono configurati come tasselli di un programma integrato di azioni che hanno generato notevoli occasioni di riqualificazione urbana per la città.

Mainly in Italy but more considerably in many European countries, the policies targeted to build transport infrastructures did not succeed in meeting the growing demand for mobility or, at least, have been addressed, for many decades, to increase the infrastructure supply (roads) that showed their limits but mostly their inefficiency as regards costs and negative impacts. The lack of policies addressed to make valid alternatives to private transport and the speed with which the need for mobility has increased have led many cities almost to collapse. Problems of congestion, pollution, urban decay are the elements associated with this process, with heavy environmental as well as economic and social consequences. In order to make up for this consolidated situation, policies targeted to improve rail public transport are being implemented as alternative to private transport. The interventions are usually very complex and often unpopular, also for the need to make interventions in already consolidated contexts with consequent problems linked to the fragility of the territory, the difficulty in organizing the building site for the works, with a further traffic increase near the usually long-lasting building sites. The analysis of the most important experiences points out, however, that where the interventions for transport infrastructures have been associated with urban transformations targeted to build, around the stations or inside the stations themselves, functional poles or at least opportunities of urban requalification there have been numerous results and a mitigation of negative impacts. The case of the Line 6 Mostra-Mergellina route of the Naples subway is very interesting because, although no surface stations have been realized but only simple accesses to the infrastructure, its realization has produced an important process of requalification, affecting an important area of the Forigrotta district, one of the largest and most populated district of Naples. The interventions for the realization of the Line 6 have offered a rail public transport, in line with the European security and comfort standards, to the Furoigrotta district and to the whole city but, besides that, they have allowed other important surface interventions considered as the elements of an integrated program of actions that have produced important opportunities of urban requalification for the city. ; Soprattutto in Italia ma in modo significativo in gran parte dell'Europa, le politiche messe in campo per la realizzazione di infrastrutture di trasporto non sono riuscite a soddisfare la crescente domanda di mobilità o, quanto meno, si sono indirizzate, per molti decenni, verso l'incremento dell'offerta di infrastrutture (strade) che hanno evidenziato i loro limiti ma soprattutto la loro inefficienza in termini di costi ed impatti negativi. L'assenza di politiche finalizzate alla realizzazione di offerte valide ed alternative al trasporto privato e la velocità con cui si è ampliata l'esigenza di mobilità ha portato al limite del collasso molte città. Problemi di congestione, inquinamento, degrado urbano sono i fenomeni che hanno accompagnato questo processo con notevoli conseguenze ambientali ma anche economiche e sociali. Al fine di porre rimedio alla difficile situazione che si è andata consolidando, si stanno mettendo in campo politiche finalizzate ad incrementare il trasporto pubblico su ferro come alternativa a quello privato. Gli interventi sono in genere molto complessi e non sempre ben visti anche per la necessità di intervenire in contesti urbani oramai consolidati con i conseguenti problemi legati alla fragilità del territorio, alle difficoltà di cantierizzazione delle opere e con ulteriore aggravio del traffico in prossimità delle aree di cantiere i cui tempi di permanenza sono in genere molto lunghi. L'analisi delle principali esperienze evidenzia però che lì dove agli interventi per la realizzazione di infrastrutture di trasporto si sono accompagnate trasformazioni urbane finalizzate a creare intorno alle stazioni e nelle stazioni stesse dei nuovi poli funzionali o almeno delle occasioni di riqualificazione urbana si sono riscontrati molteplici risultati oltre che una attenuazione degli impatti negativi. Il caso della tratta Mostra-Mergellina della linea 6 della metropolitana di Napoli è un caso particolarmente interessante in quanto pur non essendo state realizzate stazioni superficiali ma semplici accessi all'infrastruttura, con la realizzazione della tratta metropolitana si è dato avvio ad un significativo processo di riqualificazione che ha interessato un'importante area del quartiere di Fuorigrotta, uno dei più estesi e popolosi della città di Napoli. Gli interventi per la realizzazione della linea 6 hanno consentito al quartiere Fuorigrotta e alla città di dotarsi di un sistema di trasporto pubblico su ferro in linea con gli standard di sicurezza e di confort europei, ma oltre alla realizzazione di un efficiente sistema di trasporto pubblico, hanno consentito anche importanti interventi in superficie che si sono configurati come tasselli di un programma integrato di azioni che hanno generato notevoli occasioni di riqualificazione urbana per la città.

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.