SUDEST ustainable Sdevelopment of sea towns

URBACT SUDEST SUDEST Preface The city of Naples, as SUDEST Working Group lead partner activated the URBACT Community Initiative Programme, during these years has actively taken part in different initiatives and programmes of the European Union, such as the URBAN I Programme and, as a partner city, in PARTECIPANDO, CHORUS, CULTURE and REGENERANDO thematic networks, activated by the URBACT Programme.

The issue of the relationship between the city and the sea and the most effective strategies for coastal areas requalification and reorganization in cities characterized by the presence of port areas, has been debated for a long time and “waterfronts”, particularly during the last few years, have been experimentation fields for interesting planning solutions.

In Naples too, which is an important port of call marked by the presence of a considerable port area – the waterfront was subject to some interventions promoted by the Municipal Administration aiming at giving the city its own “waterfront” back, especially in the central and monuments areas.

SUDEST allowed eight European and non European cities, four European Universities, a society for urban requalification and a Port Authority to work on the issue of the city-port interface and on theeconomic development opportunities through the activities connected to the port.

The present final dossier, representing the results of the work performed within the SUDEST Project, intends to be a contribution in giving a systematic deep review of what is being doing in some European port cities to face the issue of requalification and renewal of the coastal areas and of the contact line between the coast and the city, in order to elaborate a set of recommendations and conclusions with the following goals:

- to attract European attention on the specificity and importance of urban development projects of the city-port interface areas;

- to provide reflection instruments useful to sea cities for a better management of the city-port problem.

The comparison among the SUDEST different territorial realities, which are explained in the present final report, will at last contribute to further improve the approach that, during these years, is being experimented and is aiming at facing, according to the context and to an interdisciplinary point of view, the different aspects and components characterizing these urban strategic areas.

On. Rosa Iervolino Russo: Mayor of the city of Naples SUDEST Foreword The idea of activating a working group on sustainable development of sea towns arises from the belief that the sea is a resource for the city which has to be valorised and optimized.

“The bay is not Naples” (Il mare non bagna Napoli) is the title of a famous novel which summarizes very well the problem that the Neapolitan Administration is trying to solve, as it may be understood from the initiatives shown in the present report, and this is the reason why the “SUDEST” working group within the URBACT Community Initiative me has been undertaken.

During these months, the activities performed by the group have underlined successful initiatives as well as critical aspects characterising the area, often in conflict, of the city-port interface. The integrated approach, which has been the “fil rouge” characterizing the projects presented, confirmed itself as a successful method for difficult areas.

The huge synergy which was created among all partners of Naples, the cities (Istanbul, Le Havre, Livorno, Matosinhos, Syracuse, Zarzis), the Universities (Le Havre, Naples, Porto, Pescara), the society for urban requalification in Baixa Portuense (SRU Porto Vivo) and the Douro and Leixoes Harbour Authority (APDL), led to the present final report which is evidence of a unanimous work to which everyone contributed.

The support given by the thematic expert Rachel Rodrigues Malta (University of Aix en Provence and Marseille I) was fundamental, even for the vital work of co-ordinating the expert’s activities, Arnaud Le Marchand (University of Le Havre), Luigi Fusco Girard with Maria Cerreta, Pasquale De Toro, Ilaria Salzano (University of Naples “Federico II”), Gianmichele Panarelli (University of Pescara). Furthermore the precious suggestions, in terms of work methods and results capitalization, of the expert of the Secretariat Pauline Geoghegan, have been very precious.

Moreover, the work performed by the city of Naples was possible thanks to the co-operation of the operative technical committee which was created “ad hoc” for SUDEST, with particular reference to: “the V Infrastructures Central Direction”, “the Valorisation of the Historical City Service”, the “Planning, ming and Design of Transports Infrastructures Service”, “the Autonomous Department of Urban Planning”, the “Executive Planning for territory and environment structural components Service”, “the Innovative me within the Urban Field Project Unit”, “the Urban Studies Project Unit”, “the European Funds and Innovative Financing Service” and “Labour Department”.

In particular, the technical, administrative and organizational works of arch. Giancarlo Ferulano, manager of the Historical centre valorisation Service, together with Mrs Monica Vito and for the URBACT Project Unit, National and International Networks Mr. Adolfo Arenare, were fundamental

Finally, I thank prof. Rocco Papa, deputy major during the last legislation, who, as the project councillor coordinator, has supported SUDEST initial stage, together with his team, the architect Rosaria Battara, the notary Sabatino Santangelo, the actual deputy major project councillor coordinator, who followed the final stage together with his team, architect Riccardo Festa, and all the different political representatives of the partner cities which took part each time in the different seminars with particular reference to Mme Cahierre, deputy major of Le Havre, and Mr Riccardo Monaco, councillor of Syracuse, for the efforts performed to SUDEST success.

Thanks very much.

arch. Gaetano Mollura: Urbact Project Unit Coordinator, National and International Networks, City of Naples SUDEST Organization

Partners

Napoli lead partner

Le Havre

Camera municipal de Matosinhos

Apdl

Porto Vivo

Livorno

Members

MED-INT Siracusa

University of Napoli

University of Le Havre

University of Pescara

University of Porto

Expert cities

IsTanbul -Turkey

Zarzis-Tunisia SUDEST Index presentation OF SUDEST WORKING GROUp 10 I The URBACT Community Initiative Programme 10 II SUDEST Project : Which sustainable development for sea towns? 11 II.a The theme tackled by SUDEST – the aims, the work methodology and the obtained results 12

IDENTITY CARDS OF PARTNERS AND MEMBERS OF SUDEST WORKING GROUP 14 Municipality of Naples 15 Municipality of Le Havre 16 Municipality of Livorno 17 APDL, SA Port Authority of the Douro and Leixões 18 Municipality of Matosinhos 19 Porto Vivo, SRU – Sociedade de Reabilitação Urbana da Baixa Portuense, S.A. 20 Municipality of Siracusa 21 Municipality of Istanbul 22 Municipality of Zarzis 23 University of Le Havre 24 University of Naples “ Federico II” 25 University of Chieti - Pescara “Gabriele d’Annunzio” 26 University of Porto 27

SUDEST SEMINARS 28

INTRODUCTION 36 I – Port towns: the new factors for development 37 II – The town-port interface, a symbolic place of redevelopment 38 IIa – Origin of an issue 38 IIb – Several generations of waterfronts 38 IIc – Town-port reassembling: modalities and goals 39 III– Sustainable development: a concept to be specified 40 IV – Methodological classification 42 IVa –Is it impossible to compare the projects of urban regeneration? 42 IVb - Three thematic grids 42

PART I: CITY–PORT INTERFACE: A TRANSITIONAL SPACE, MUTATING SPACES 45 1– Beyond the appearances: some common features 46 1a – Distinct spatial configurations 46 1b – A same register of inefficiencies 48 2 - Changing urban districts characterized by negative social-economic indicators 51 2a – Urban districts with diversified function and landscapes 51 2b – Negative social and economic indicators 53

PART II CHANGING THE CITY – PORT INTERFACe 56 Index SUDEST

1 – City – port interface as convergence line of urban and territorial dynamics 57 2 –Renewal of the city-port interface between projects as a whole and exact actions 58 2a – The same formulation for metropolitan projects 58 2b – Project localization and times 59 3 - Objectives and projection scales of projects 61 3a – Projects with metropolitan significance and multiple objectives 61 3b - Diversification of local economic base with development of new qualified functions 63

PART III GOVERNANCE OF THE PROJECT 67 1 – Origin and start-up of the project 68 1a – The leading role of municipalities in drawing up projects 68 2 – The public actors involved in the project: role, competences and modalities of partnership 68 2a – The public actors 68 2b – Resources and funds 71 2c –Partnership structures to share competences and manage the project 71 3 – The participation of the private sector 73 4 – The participation of the civil society 74 4a – Identification of the involved groups 74 4b – Modalities and ways of participation 75 4c – Professional skills and expertises involved in preparing and managing the projects 77

PART IV STRATEGIES AND MODALITIES 78 1– Regeneration of city-port interface and urban planning 79 1a - Projects developed within the extent of a revision of the Municipality’s town plans 79 1b – An evolution of the planning instruments of ports which encourages the regeneration of the city-port interface. 80 2 – A town-planning of strategies and projects 83 2a – Leading a city-port interface transformation with a strategic methodology 83 2b – The city-port interface as a new urban and metropolitan centrality 84 2c – Strategies committed to a renewed image of the city representation 86 3 -Tools and indicators for the sustainability of actions and projects 88

PART V PROJECTS IN PROGRESS: ACTIONS AND RESULTS 92 1 – City-port interface: cruising and urban tourism 93 1a – Steamers in the city 93 1b – Urban tourism: a coveted sector 94 2 – Responding to the resident populations expectations 97 2a – Enterprises and job 97 2b – “Gentrification” or the “reversed memory” effect 97 2c – The short term habitat and the temporary uses of the city/harbour interface 99 2d- The degree of attention on the environmental component 99 SUDEST Index

3 - Assessment of project sustainability 100

Critic evaluation contributions of SUDEST Universities 102 University of Le Havre: Integrated Logistics and Sustainable Development 103 University of Naples: Critical and evaluation study about the interrelations existing between the project of Piazza Municipio, the project for the Monumental port and the project of Via Marina 106 University of Pescara: The environmental issue, contribution about the aspects regarding the transformation of environment in the management process of the complex relationship between town and port 110 University of Porto: Projecting the“Boundary” – A Possible Methodology 114

CONCLUSION AND RECOMMENDations 116

CASE STUDIES 122 Napoli: Municipio Station 123 Napoli: Requalification of via Marina and modernisation of the Municipio- San Giovanni tram line 124 Napoli: PUA Bagnoli 124 Napoli: The Innovative Programme in Urban Framework S. Giovanni a Teduccio - Mergellina 125 Le Havre: Reclaiming of the Town/Port interface 127 Livorno: PIAU Ports and stations 128 APDL: Logistic Platform – a source of regional development 129 APDL:Socialising Spaces within the port of Leixões 129 Matosinhos: Regeneration of the Port front and Seafront 130 Matosinhos: Urban park «Parque urbano do Vale do Leça» an environmental added value 130 Porto Vivo: The Riverfront of Porto´s Priority Intervention Zone 131 Siracusa: Requalification of Porto Grande basin 132 Siracusa: Requalification of Porto Piccolo basin 132 Istanbul: Galata Port 133 Istanbul: Haydarpasa Port 133 Zarzis: Reclaiming and organization of the centre of Zarzis 135

BIBLIOGRAPHY 136

SUDEST

PRESENTATION UDES OF S T W ION O R PAT K NT IN SE G RE GR P OUP SUDEST Presentation presentation OF SUDEST WORKING In this case URBACT can represent also an opportunity GROUP for favouring the confrontation among cultures and strengthening the links between European countries I The URBACT and not European. Its projects includes 197 partners Community Initiative (cities, regional and national authorities, Universities), Programme in particular 169 cities of which 50% with a population On 28 April 2000 the under 200,000 and 43 are from new States Commission decided to launch a new Community Initiative, “URBAN II”, considering the progress achieved by URBAN me, thorough a Communication to member States, that establishing the orientations of the new programme, outlined the necessity to facilitate the detection and accreditation of innovations and good practice, and at the same time to boost structured exchanges of experience. According to the indications of the communication, the Commission and the Member States agreed on the approval of URBACT Programme, which has involved more than 210 cities beneficiaries of URBAN I, URBAN II, and the Urban Pilot Projects, with the objectives to develop the exchange of good practises among the cities through the creation of thematic networks and working groups, capitalise and disseminate the lessons learned from other urban programmes and improve the 10 capacity of actions of urban actors, and so of cities in the different domains which characterise the integrated requalfication policies.

Besides the cities of URBAN programmes or from Urban Pilot Projects, their partners and since the 1st of May 2004 all cities of the New Member States, with a population equivalent or higher than 20 000 inhabitants, also cities, which have run innovative urban actions under Objectives 1 and 2 and other ambitious programmes financed by communitarian Funds, could benefit of certain programme actions. Moreover, it was established that also representatives of cities from candidate countries could have access to information and be invited to join in the work, even to towns in neighbouring countries with co-operation links to the European Union.

European Regional Development Funds 2000-2006: THE URBACT PROGRAMME 2002-2006, CCI 2002 EU 16 0 PC 001 07th June 2006, http://urbact.eu/fileadmin/corporate/Official_docu- ments/URBACT_Programme EN.pdf SUDEST Presentation

PARTNERS: LEAD PARTNER: LE HAVRE (FRANCE) CITY OF NAPLES LIVORNO (ITALY) (ITALY) MATOSINHOS -APDL - SRU (PORTUGAL)

MEMBERS: EXPERT CITIES MED -INT/SIRACUSA (ITALY) ISTANBUL (TURKEY) LE HAVRE UNI - NAPOLI UNI. ZARZIS (TUNISIA) PESCARA UNI. - PORTO UNI

URBACT URBACT THEMATIC SUDEST EXPERT EXPERTS

R E S U L T S

Census of actions or projects and individuation of case studies Individuation of “best practices” - analyses of transferability conditions

Diffusion and capitalization of results

Local level European level each partner and member URBACT PROGRAMME 11

the harbour areas and of their surroundings. SUDEST working group structure In addition to Naples municipal administration as lead town, the working group includes the cities of Le Havre II SUDEST Project: Which sustainable (France), Livorno (Italy), Matosinhos (Portugal), the development for sea towns? Porto and Matosinhos harbour authorities (APDL) and the Portuguese company for the urban regeneration Porto Vivo SRU as a partner; the city of Syracuse with its network MED – INT (Italy), as a representative member of a thematic network; the Universities of Porto (Portugal), Le Havre (France), Chieti- Pescara (Italy) and Naples as members and the cities of Zarzis (Tunisia) and Istanbul (Turkey) as expert cities. SUDEST has made use of four thematic experts’ collaboration who have oriented in a scientific sense the elaboration of the contributions resulting from towns’ experiences, while a Secretariat expert has supervised The SUDEST project, started in October 2005, has the working group activities in order to assure, in terms formed an international partnership in order to identify of results, the capitalization of the activity. the good practices for the sustainable development of sea towns with the participation of the actors involved, in any way, into the management and development of Presentation SUDEST

II.a The theme tackled by SUDEST – the still open problems and to spread strategies, methods aims,the work methodology and the results and instruments which have already been tried and/or obtained modified. The SUDEST working group aimed at studying the opportunities and the effects of port’s economic Eight meetings which, in the 22 months of the project resources on towns’ transformation and on the life, have taken place in many of the towns belonging development of that zone located between harbours to the working group, have been foreseen to obtain and towns. these objectives and they have been also an occasion to Then, it has made an inquiry on maritime traffic, directly know the real situation in the host towns: particularly on tourist flows, in the harbours of the -an opening forum to present the participant partners, interested towns, on its impact in terms of physical the project and the work methodology for the transformations and of interconnection with town’s elaboration of the first analysis grid to take the census infrastructural system and on the relevant consequences of the case studies representing the themes in exam in terms of economic development. and for the description of the urban physical elements This primary aim has been integrated with an analysis of the studied area; of the social aspects, with a particular attention to the -three thematic forums which have analyzed the difficulties of low-qualified people problem in inserting harbour towns projects from various points of view into the activities related, directly or indirectly, to the with an integrated approach: the “physical and urban presence of harbours within the town area. dimension of the urban regeneration”, the “socio- Inquiries are carried out through: economic dimension of the urban regeneration” and -The examination of tools adopted or which are “management tools and decision-making system”; being adopted by each town to protect and monitor -an experts’ meeting with the lead town to draft the the development of the harbour areas and of their working group final document; surroundings; -a forum about the “Capitalization and dissemination -The identification of competent actors in managing of the results” to define the guidelines for the these areas; implementation of the working group experience 12 -The identification of new management instruments results and the analysis of the methods to identify used by the cities to optimize the coordination of the best practices to apply, if possible, in other urban harbour areas’ activities; contexts; -The study of the projects realized or which are being -a steering committee on the “Capitalization and realized to valorise and transform the harbour areas and dissemination of the results” their effects in economic and infrastructural matters. -the final forum to present and spread the group work results, to acquire information concerning the UE In such a context, SUDEST has carried out an inquiry to forthcoming initiatives that may suggest new projects achieve the following objectives which have necessarily to start in order to make full use of the experiences required the same number of group work-phases: acquired. -Objective 1- census of interventions and/or projects in progress representing the themes concerned and The SUDEST experience in the various forums has identification of case studies by the comparison of allowed participants: analysis/evaluation grids agreed in advance among all -to know the different harbour situations of the the working group partners with the thematic experts’ European and extra European towns involved, with support; their relevant problems; -Objective 2 – identification of reproducible good -to present some solutions, innovative or not, put into practices and analysis of transferability conditions on effect by the various harbour towns and authorities; the basis of the requirements connected to URBACT -to exchange and to capitalize the identified general objectives and of the methods concerted among experiences; the partners; -to give the possibility of transferring to other towns, -Objective 3 – Capitalization of the results, even if they are not part of the working group, the good consolidation/reinforcement of the working group for practices on the urban regeneration in the town - harbour the activation, over time, of combined projects to solve interface and particularly on the interconnections of SUDEST Presentation

the infrastructural system with the sea freight and their of the different specific urban, socio-economic and economic and social impact on the town; managerial points of view. -to permit the activation of a permanent committee -The presence of more than 180 specialists (politicians, to allow to the Working Group sea towns to continue experts, public administrators and private managers) discuss about harbour themes even after URBACT. in forums and organized visits to study in depth the various case studies presented by SUDEST, in addition As well as being a synthesis of the accomplished work, to some local actors interested into the theme. this final report wants to be also a useful instrument On the other hand, a weak point has been: to help sea towns in finding adequate solutions for a -The non-permanent presence of the harbour authorities “sustainable development” of the town – harbour of participating towns in SUDEST’S forums, except for interface. the APDL Harbour Authority of Matosinhos and Porto as partner, which has not allowed the two main actors The strengths characterizing the accomplished work of – town and harbour – responsible for the managing of the SUDEST Working Group are: the town – harbour interface, to have a confrontation in -the heterogeneous composition of the SUDEST equal terms on their different instances. working group which has allowed towns, Universities, urban transformation companies and harbour As already said, the work methodology has been Authorities to confront their ideas; analyzed in three thematic forums, the “physical and -the activation, in a local context, of transversal urbanistic dimension of the urban regeneration”, the working groups (municipality of Matosinhos with the “socio-economic dimension of the urban regeneration” Harbour Authority, the University, the transformation and “management tools and decision-making system”, Company and the municipality of Naples), by some which, in a first phase, have produced some respective specially created operating technical committees, with different results/outputs. The opportunity of the final the various municipality districts transversally involved dossier has been exploited to reorganize the reading in SUDEST’s theme; of projects and of accomplished work in an integrated -the activation of new projects of international manner. Then, the experts’ accomplished work on every cooperation (University of Le Havre with Tunisia on single theme in this dossier, is exposed in a crossed 13 the integrated logistics’ theme); manner, in perfect accordance with the spirit which has -the synergy among the various scientific skills of the animated the basis of SUDEST’s activity: the integrated experts involved in SUDEST which has contributed approach to solve the problems of the town – harbour to the integrated analysis of the project on the basis “conflictual” interface area.

November '05 Feb ' 06 June '06 October '06 December '06 Feb. '07 April' 07 July '07 Napoli Livorno Istanbul Porto Napoli Le Havre Zarzis Napoli

1st October 2005 31 July 2007

2nd THEMATIC THEMATIC EXPERTS STEERING LAUNCHING SEMINAR SEMINAR MEETING COMMITTEE

CAPITALISATION 1st THEMATIC 3rd THEMATIC FINAL FORUM SEMINAR SEMINAR WORKSHOP DENTITY I CARDS RS OF EMBE SUD D M ES IAN T W

ERS OR RTN KIN F PA G GR O OUP DENTITY I CARDS MUNICIPALITY OF NAPLES been partially compensated for by the growth in other sectors, such as commerce, the construction sector and tourism. Revenue obtained from tourism and cultural activities is an essential part of the economy’s growth. Naples is the seat of one of the oldest and prestigious University of Italy, founded by Federico II in 1224. Actually it has almost 100.000 students and it is structured in 3 poles and 13 faculties. THE PORT

Some Figures Total land surface area 1.426.000 sq. ms Total water surface 2.660.000 sq. ms Landing places 75 Responsible for the project Total length of mooring quays 11.145 linear metres arch. Gaetano Mollura Coordinator of URBACT Project Unit National and International Networks Traffic in the year 2006 (prevision) via Speranzella 80 - 80132 Naples Passengers tel. 0039 081 7958932 o Cruisers 1.000.000 fax 0039 081 7958939 o Gulf of Naples 7.000.000 urban@comune.napoli.it o Others (Sardinia, Eolie etc.) 1.100.000 o Total 9.100.000 Some Figures Cars 450.000 Population: 1.004.500 (census 2001) Commercial vehicles 345.000 Surface area 117,27 sq km Total commercial traffic 22.100.000 tons Density of population (inhabitants per sq km) 8.556 Container Teu 445.000 Employment rate 29,28 % (census 2001) Unemployment rate 31,39 % (census 2001) The port sites 1. Integrated port of Naples from Vigliena to Molosiglio 15 THE CITY The historical port of the city where most of the passengers The origins of the city date back to the VI century B.C. and goods’ traffic is concentrated. when some Greek colonists, coming from Cuma, founded Partenope on the little island of Megaride, where is now 2. Tourist port of Mergellina Castel dell’Ovo, and, in 470 B.C., they set up Neapolis. A small port dedicated to the tourist traffic within the gulf of Naples and to pleasure boating. The greek – roman road network was preserved until now in the old town centre and the stratification of the following 3. Tourist port of Nisida - Coroglio ages enlarged its patrimony of many major monuments. For A Small port dedicated to pleasure boating. this reason the old town centre of Naples was included in the “Word Heritage List” of UNESCO in 1995. 4. The disused industrial port of Bagnoli It’s the port of the industrial settlement of Italsider. It’s Today the city of Naples is the third largest city in Italy and involved in the requalification plan for the area of Bagnoli is also the main city of southern Italy. It is the capital of – Coroglio. Campania region and the province of Naples has over 3 Port Authority of Naples million inhabitants covering an area of 1.171 sq km. Naples Port Authority is the governing organisation of the The urban territory is subdivided in 10 “Municipalità” port area. This area stretches for about 20 km along the which have ample type of functional decentralization and coastline from La Pietra (Pozzuoli) to Pietrarsa (Portici). The administrative autonomy. law n. 84 of 1994 – Reorganization of port’s legislature – has provided for the Port authority’s activities and competences The port of Naples is one of the most important ports in and particularly the norms about the port-planning scheme, Italy in terms of goods and passengers traffic and it is going which must conform to the current urban rules. It must to become the most important one also for cruise traffic. be adopted by the “Port committee”, which is composed, among others, of some representatives of the Municipality, The recent reduction in the number of industrial jobs has the Province and the Region. DENTITY I CARDS MUNICIPALITY OF LE HAVRE and the world: Top ranking French port for containers, Le Havre is the spearhead for national foreign trade where it is the major player in overseas exchanges. With more than 70 regular shipping lines, calling at 600 ports and with the recent entry into service of ‘Port 2000’, the Port of Le Havre represents a real locomotive for economic growth. World Heritage site: By listing the Le Havre city centre rebuilt by Auguste Perret as a world heritage site in 2005, UNESCO has recognised the exceptional work of the famous architect and has placed Le Havre alongside the world’s greatest historical references Nautical and seaside resort: With the labels of seaside resort and nautical resort, port of Responsible for the project call for the biggest liners, Le Havre provides all the tourist Ouahid Dorbane - Adjoint au DGA advantages of an ocean metropolis: a 2km long beach in the Délégué Général au développement des quartiers sud city centre, a yacht harbour with 1500 moorings, the practice tél : 02 35 19 47 11 of all nautical sports, a casino… as an illustration of this fax : 02 35 19 48 22 natural maritime vocation, since 1991 Le Havre is the start [email protected] port for the famous Jacques Vabre transatlantic sailing race between France and Brazil. THE PORT Some figures Some figures Inhabitants: 193 259 (census 1999) National and international rankings: 1st French port for foreign Surface : 47 km² trade and for containers – 5th Port in Europe. Density : 4112 inhabitants / km² Active population : 82583 (census 1999) Surface area: 135 km² Unemployment rate : 13,3 % (2006 Administrative and Legal status: Autonomous port under control of French State 16 THE CITY Overall traffic:62 711 568 tonnes The City of Le Havre is only five centuries old. 80% of it was of which: flattened by bombing in 1944 and was rebuilt by the architect - general cargo: 19 905 338 tonnes Auguste PERRET. The Perret city centre is listed as a World - Liquid bulk: 38 610 558 tonnes Heritage site since July 2005. - Dry bulk: 3 868 547 tonnes It is today the 11th city of France, but with a falling - Hydrocarbons : 327 123 tonnes demography over the last 20 years. - Container traffic (TEUs):2,1 millions (en 2005) Its image as an austere industrial city is in the course of being - Passenger traffic:802 739 changed through its numerous urban projects. of which: • A metropolis open to the world: - Ferry traffic: Top ranking city in Normandy, Le Havre benefits from an - Cruising traffic : 59 300 attractive geographical situation on the most frequented Number of direct jobs: 7.369 stretch of water in the world and less than 2 hours away from Number of indirect jobs: 8 579 Paris. The container capacity will be multiplied by 3 with ‘Port • An international trading centre: 2000’ (1st phase + 2nd phase): from 2 million TEUs to 6 The presence of regional headquarters operating over the 5 million TEUs. continents and big international groups reinforces Le Havre Interface City/Port region in its historic role as a trading centre. In the city and port interface, the St Nicolas quarter is • An European industrial centre : completely remarked by the maritime history of Le Havre. Aeronautics,petrochemicals, automobile, eco-industries, The requalification of its ancient port spaces, freed upby packaging. In high technology, innovation and performances, the migration of modern maritime activities, nowadays the industrial centre of the Le Havre region is proving allows the development of wide-ranging urban projects and its vitality. From the nacelles for the A 380 Airbus to the offers multiple land opportunities inside an environment production of a third of France’s fuel, this centre plays a big which is very much appreciated by investors. Consequently role in the economic drive of the country. this quarter, which carries the memory of the port activity, can highlight the future and become an attraction of the city The Port of Le Havre, ocean gateway between Europe through remarkable projects, facilities and housing. DENTITY I CARDS MUNICIPALITY OF LIVORNO building trade, with a very high rate of public properties in the total built areas. In 1999, the Town Government approved an urban tool which, in compliance with the regional urban regulation, pays much attention to the “Built Town”, through urban requalification especially in Northern Neighbourhoods. Besides remarkable resources invested to recover the housing heritage, there is the need to carry out a more complex renewal involving environment, the social fabric, the historical identity and the quality of urban areas in general. Livorno tackled this bundle of commitments by allocating remarkable resources (vis-à-vis its own budget), and attracting national resources thanks to the recognized quality Responsible for the project: of its initiatives and the spending power (PRU Luogo Pio and arch. Maria Nicola Tragni Mura Lorenesi, the Neighbourhoods Agreements, URBAN- North quarters transformation office Tel: +39 0586 820 331 Italy and so on). [email protected] THE PORT Some figures Total water surface of Livorno port: 1.600.000 sq mt Total land surface area: 2.500.000 sq mt Some figures Terminal areas: 1.000.000 sq mt open and 70.000 sq mt Population: 160.948 (as of 31.12.2004) covered Surface area 104,7 sq km Docks: 11.000 linear meters of mooring quays with 90 Density of population (inhabitants per sq mt): 1501,2 berths Employment rate: 46,6 % (2004 data with reference to Traffic Livorno area) Passengers/month:387.379 (as of 2004) Unemployment rate: 7,7 % (2004 data with reference to Total traffic: 28,63 million tons of goods (as of 2006) 17 Livorno area) Container traffic: 657.592 teu (as of 2006) THE CITY Carriages and RO/RO: 332.781 (as of 2006) Livorno has a quite recent history compared to other capital Goods on carriages: 9,735 million tons (as of 2006) towns in Tuscany. Since its foundation in 1600 as a port of the Medicean State, it was marked by the multicultural nature Ferry passengers: 2.308.684 (as of 2006) of its population. Cruise passengers: 607.848 (as of 2006) The peak of its economic development, due to strong trade Cruise traffic: 445 relationships throughout the Mediterranean area, occurred Vessels traffic: 7.525 between 1700 and 1800, when Livorno becomes the seat of actual “Nations” of various origins: English, German, Services at Livorno port, as it is known, concern goods Greek, Jewish populations who enriched the town with and passengers. Besides goods handling, passenger traffic worship places, cemeteries, important private houses. In represents an important part of transport activities carried 1900, Livorno experienced a strong expansion, marked by the out at Livorno port. Passenger traffic proved to be very differentiation of roles and the characterization of the several lively in the last few years. On the contrary, goods traffic areas of the town: the Northern area, with the industrial was weaker and it seems negatively affected by the particular development and the working-class neighbourhoods outside trend of the Italian economy. th the 19 century excise duty fence; the central historical PORT AUTHORITY area, with representation and commercial functions; the Livorno Port Authority is the driving force for the seafront located south of the port, with tourism activities development of the port and plays the role of “facilitator” connected to sea bathing and the residences of upper-class of trade activities; it is the reference for world port operators population. Since the Seventies, the Eastern areas of the who address Livorno port; it has the task to advise, plan, town have been concerned by the construction of working- coordinate, promote and monitor port operations and the class neighbourhoods, representing a peculiarity of Livorno other trade and industrial activities carried out at the port, with the power to issue regulations and decrees, also as  Livorno area includes the municipalities of Livorno and regards safety in terms of risks and hygiene at work. Collesalvetti DENTITY I CARDS APDL, SA - PORT AUTHORITY OF nautical miles of the Douro, which comprises the mouth of this river (Lat. 41º 9’ N, Long. 8º 37’ W) from 200 meters THE DOURO AND LEIXÕES upstream of the Luís I bridge and the river bank area up to 50 meters perpendicular to the river course. It is located 2,5 miles south of the artificial port of Leixões. Intervention Area The decree-law 335/98 of 3 November contains the statutes of the APDL and its competences. The main attributions of the APDL, SA, are: to stimulate and promote the port activity, to ensure the regular functioning of the ports of Douro and Leixões, as far as its economic, financial and heritage fields are concerned, to give licences or concessions in areas under its jurisdiction, to license the port activity and the concession of the public port’s services, Responsible for the project to supervise and control the public use of the facilities, to Joao Pedro Matos Fernandes expropriate, for public use, lands considered necessary for Administrateur Apartado 3004 - 4451-851 the port’s development. Leça da Palmeira - Portugal THE PORT OF LEIXÕES Tel: (+351) 229 990 700 Fax: (+351) 229 955 062 Some Figures Email: [email protected] Total land surface area: 550.000 sq. ms www.portodeleixoes.pt Total water surface: 1.200.000 sq. ms Number of commercial berths: 32 Total length of mooring quays: 5.000 linear meters Some Figures Total length of fishing harbour: 1.890 linear meters Extended Hinterland Area: 175.807 Km2 Number of yacht marine berths: 248 Extended Hinterland Population: 14 millions of inhabitants Employment Generated: 6,5 thousand employees Traffic in the year 2006 Foreign Trade: 5.209,1 millions Euros The port of Leixões, the largest port infrastructure in the Jurisdiction Area North of Portugal, and the second largest in the country, 18 The Port Authority of Douro and Leixões (APDL – benefits from a privileged strategic location with regards to Administração dos Portos do Douro e Leixões, S.A.) is a the European port system. Number of vessels: 2.686 private entity owned by the Portuguese Government. Total commercial traffic: 14.016.182 tons. The area under jurisdiction of the APDL, SA comprises the General Cargo: 4.461.853 tons. coastal strip of maritime public domain, from the point of Solid Bulk: 2.150.199 tons. Rua da Bélgica, at Praia de Lavadores, to the parallel of Boa Liquid Bulk: 7.404.130 tons. Nova light-house, north of the Port of Leixões, as well as the Container Teu: 378.387 Passengers: 20.629 following areas: Number of Ro-Ro units: 3.874 The Port of Leixões Cars: 2.168 The port of Leixões (Lat. 41º 11’ N, Long. 8º 42’ W) is THE PORT OF DOURO located 2,5 miles North of the mouth of the Douro, lying Some Figures between Leça da Palmeira to the North and Matosinhos city Riverside: 15 km to the South. Number of docking sites: 11 It contains, in a continuous space, the general cargo and solid Total length of mooring quays: 415 linear meters terminals, the break-bulk terminal, the container terminals, Total length of fishing harbour: 157 linear meters the oil terminal, the Galp-Leça Ocean Terminal, the Ro-Ro Terminal, the Passenger Terminal, the Fishing Harbour and Douro Touristy Activity in the year 2006 the yacht marina. The port of Douro has a new vocation: tourism. There are also the following most important private specialised This is reinforced with the qualification of Porto´s Historical facilities: oil refinery, storage petroleum products (capacity: Centre and Alto Douro Wine Region as World Heritage by 126.000 tons), molasses and by-products storage (capacity: UNESCO. 1.790 sq. ms), cement storage (2500 sq. ms of warehouses) Tourists 420.000 and silos for storing the grain and its by-products (capacity: Douro Cruise Ships: 52 (4.426 places) 120.000 tons). Cruises Ships “Six Bridges”: 22 Hotel-boats: 6 (10.000 tourists) The Port of Douro Pleasure crafts: 510 The Douro Port Authority Jurisdiction Area occupies 3 Sport Events: 36 and Sport Crafts: 1.911 DENTITY I CARDS MUNICIPALITY OF MATOSINHOS organisation and society. It is from its privileged location, the richness of both sea and land, the presence of Port of Leixões and the conciliation of these factors with the initiative, creativity and enterprising capacity of its people, that Matosinhos derives so much of its uniqueness.

THE PORT OF LEIXÕES Some Figures Total land surface area: 550.000 sq. ms Total water surface: 1.200.000 sq. ms Number of commercial berths: 32 Total length of mooring quays: 5.000 linear meters Total length of fishing harbour: 1.890 linear meters Responsible for the project Number of yacht marine berths: 248 Elsa Severino Chef de Divisão Traffic in the year 2006 Câmara Municipal de Matosinhos Divisão de Monitorização Vessels number: 2.686 do PDM e Informação Geográfica Total commercial traffic: 14.016.182 tons Rua 1º de Maio 4450-014 Matosinhos General Cargo: 4.461.853 tons Tel. 229390968 (ext. 1368) Solid Bulk: 2.150.199 tons Fax. 229390930 Email: [email protected] Liquid Bulk: 7.404.130 tons Container Teu: 378.387 Some Figures Passengers: 20.629 Population: 167.026 (census 2001) Number of Ro-Ro units: 3.874 Surface area 61,8 km ² Cars: 2.168 Density of population (inhabitants per sq km) 2.698 Employment rate 51,3% (census 2001) The Port of Leixões Site Unemployment rate 8 % (census 2001) The port of Leixões (Lat. 41º 11’ N, Long. 8º 42’ W) is located 2,5 miles North of the mouth of the Douro city, with Leça 19 THE CITY da Palmeira to the North and Matosinhos city to the South. The signs of human occupation in Matosinhos territory date It contains, in a continuous space, the general cargo and solid back to 10 million years ago, where different civilizations terminals, the break-bulk terminal, the container terminals, have been present (for example, Romans and Visigoths). the oil terminal, the Galp-Leça Ocean Terminal, the Ro-Ro The history of humanity in the municipality has left signs of Terminal, the Passenger Terminal, the Fishing Harbour and which memory, rich in cultures and civilizations, remains in an the yacht marina. important heritage that connects the past with modernity. There are also the following most important private specialised Situated on the Atlantic coastal strip, the resident population facilities: oil refinery, storage petroleum products (capacity: of Matosinhos is distributed throughout its ten boroughs. 126.000 tons), molasses and by-products storage (capacity: It is the eighth most populated municipality in the country 1.790 sq. ms), cement storage (2.500 sq. ms of warehouses) (third in the metropolitan area), concentrating 11% of the and silos for storing the grain and its by-products (capacity: metropolitan population in 3,9% of the surface area of the 120.000 tons). metropolitan region. According to the census 2001, 67,2% of resident population Port Authority of Douro and Leixões The Port Authority of Douro and Leixões (APDL) is a is employed in the tertiary sector. This is clear evidence of a private entity owned by the Portuguese Government. The strong tertiary economy, where trade dominates the economy area under jurisdiction of APDL comprises the coastal strip of Matosinhos. of maritime public domain, from the point of Rua da Bélgica, The port of Leixões, the largest port infrastructure in the at Praia de Lavadores, to parallel of Boa Nova lighthouse, at North of Portugal, and the second largest in the country, north of Port of Leixões. benefits from a privileged strategic location with regards to The Decree-Law 335/98 of 3 November contains the the European port system. statutes of the APDL and its competences. It reports a movement of about 3000 ships per year, principally transporting goods with trade in various types of products. Nowadays, life in Matosinhos cannot be disassociated from the Port of Leixões. The impact of its presence on the district is obviously reflected in the spheres of economy, territorial DENTITY I CARDS PORTO VIVO, SRU However, the socio-economic parameters of Porto city have, over the last 25 years, developed negatively: younger people have sought neighboring, more suitable, municipalities to live in; local shops have lost clientele, who view shopping centres as a more interesting and efficient way to shop; companies have moved their headquarters and central offices out of the city – Porto has lost strength and its leader’s position. The centre of Porto, even though it is less busy than it used to be, is, however, still a centre of polarisation on the European stage, a meeting place for people, business and products, a trading and cultural space. It is, by nature, the capital of wine – Porto, Douro wine and Vinho Verde. The industrial niches of northern Portugal and the backing of tourism in Minho and Douro regions, the region’s universities and research Responsible for the project centres, the architecture, the image of its football clubs and Ana Martins de Sousa, Administrator the international achievements of FC Porto, Francisco Sá Phone: +351 22 207 2700 Carneiro Airport and Leixões port, all contribute to Porto. mobile: +351 91 8109 079 Fax : +351 222072729 Douro River and the river port have always been the backbone Email: [email protected] of activities and, even today, they should be seen as a primary resource for the development of new projects, in particular for the tourism sector as a port of entry and structural factor of the environment and landscape. PORTO VIVO, SRU – SOCIEDADE DE THE PRIORITY INTERVENTION ZONE AND REABILITAÇÃO URBANA DA BAIXA THE URBAN-PORT INTERFACE PORTUENSE, S.A. Porto Vivo, SRU is a company exclusively with public With the aim of the rehabilitation and revitalization of capital, with a share of 60% belonging to the State, through Porto´s city centre, Porto Vivo, SRU, created the Priority the National Housing Office (INH) and a share of 40% Intervention Zone (ZIP). This area, inside the intervention 20 belonging to the City Council of Porto. area for the renovation and revitalization of the centre of Porto Vivo, SRU, acts by its own initiative in Intervention Porto, was defined based on a multi-criteria analysis of Units, from a Document containing guidelines, according to statistical data, the survey of opportunity focal points and the Decree 104/ 2004, of 7th May. the areas where economic, social and urban degeneration is most noted. The ZIP´s urban-port interface, the riverfront, Some Figures – Priority Intervention extends about 3,5 km along the north margin of Douro Zone River, between D. Pedro V Street and Maria Pia Bridge. It Population: 43.238 (census 2001) has an area of about 335 500 sq m, which represents about Surface area: 5,1 sq km 7% of the area of the Priority Intervention Zone of Porto Density of population (inhabitants per sq km): 8.491 Vivo, SRU. Activity rate 45,9%: (census 2001) THE PORT OF DOURO Unemployment rate: 12,8 % (census 2001) Some Figures THE CITY AND ITS CENTRE River border side: 15 km Geographically, the city of Porto is located nearly in the Number of docking sites: 11 centre of its Great Metropolitan Area, close to the Atlantic Total length of mooring quays: 415 linear metres Ocean and on the right bank of Douro River. Nowadays, Total length of fishing harbour: 157 linear metres Porto´s Greater Metropolitan Area, which comprises 14 Municipalities, is the economic centre of an area that Douro Touristic Activity in the year 2006 influences the northwest Portuguese and Galician peninsular Douro´s port has a new vocation: tourism. This is reinforced areas, with a total of 7 million people. The economic and with the qualification of Porto´s Historical Centre and Alto cultural prosperity of Porto occurs in the XIXth century Douro Wine Region as World Heritage by UNESCO. when the driving forces were founded on highly concentrated Tourists: 420.000 industrial activity, strong trading and the opening up of the Douro Cruise Ships: 52 (4.426 places) city to the world, which contributed to the enrichment of the Cruises Ships “Six Bridges”: 22 city and to the creation of a cosmopolitan air. This golden Hotel-boats: 6 (10.000 tourists) age is mirrored by the overall quality of the city centre, of Pleasure crafts: 510 which the Historical Centre (classified as World Heritage) Sport Events 36 and Sport Crafts: 1.911 and the designated Baixa are defined. DENTITY I CARDS MUNICIPALITY OF SIRACUSA decentralization and administrative autonomy. The port of Syracuse, whilst maintaining a small fishery fleet, is going to become a very important one as a tourism port for pleasure boating and cruising traffic. The recent reduction in the number of industrial jobs has been partially compensated for by the growth in other sectors, such as the tourism, typical handicraft, commerce and construction sectors. Revenue obtained from tourism and cultural activities is an essential part of the growth of the local economy. Syracuse is the seat of some of the faculties of the old and prestigious University of Catania, founded in 1434, like Architecture, Cultural heritage, Archaeology and so on.

THE PORT Some Figures Responsible for the project Total land surface area: 6.655.946 sq. ms Sergio Campanella Total water surface: 6.543.495 sq. ms., so divided: European urban policies Coordinator Porto Grande:6.446.175 sq. ms; Porto Piccolo:97.320 sq. ms;

Ufficio Task Force Europa Number of port docks: 5 Via Brenta, 81 – 96100 Siracusa Landing places for big ships: 12 Tel.: +39.0931.451027 Number yachting and leisure berths: Porto Grande: 389 + +39.339.7836022 Fax: +39.0931.451027 650; Porto Piccolo: =450 email:[email protected] [email protected] Number fishing boats berths: 30 Total length of mooring quays of Porto Grande: 1.986 linear metres; total surface of port area: 112.451 sq. ms. Some Figures Traffic in the year 2005: 12.228 passengers; in the year 2006 Population: 127.896 (2002 census) (prevision): 10.131 passengers. Surface area: 592,90 sq km The port sites Density of population (inhabitants per sq km): 81,21 Syracuse controls two natural ports which had already Employment rate: 60,75 % (2002census) become famous in ancient times: Porto Grande to the west Unemployment rate: 17,59 % (2002 census) and Porto Piccolo to the east. 1. Porto Grande 21 THE CITY The main historical port where in 413 B.C the Syracuse Situated on the Mediterranean coast in south-eastern Sicily, Navy completely defeated the Athenian one. Nowadays it Syracuse has been inhabited since prehistoric times. The is dedicated to the tourist traffic of cruisers and pleasure origins of the city date back to the VIII century B.C. when boating, with a small fishery fleet too. Inside Porto Grande, some Greek colonists, coming from Corinth, founded Molo S. Antonio, with its 40,000 m2 of surface, has nowadays Syracuse on the little island of Ortygia, now the historical a commercial function; Banchina dei Pescherecci is dedicated centre of the town, along with other four quarters, Akradina, to fishery; Foro Italico is used for yachting with facilities of Tyche, Neapolis and Epypolis, each one as large as a medium water and electricity given for free by the Municipality. Molo city of the time. From here its second name of Pentapolis, the Zanagora, equipped with a fuel station, is also used as yachting “five cities”. By replacing the previous prehistoric culture, club with floating docks. the Greek civilisation made the city the most important 2. Porto Piccolo centre of the Mediterranean for a significant period of the A small historical port dedicated to pleasure boating: in the history of mankind. It dominated its rivals Carthage and 5th century B.C. the tyrant Dionysius paved it with stones Athens and rose to be the heart of thought, art and culture. in order to let enemy ships crash into them; nowadays it is History has also left extraordinary signs of its passage in the endowed with 450 leisure berths. Inside Porto Piccolo, Molo town-planning and architectural superimpositions of the S. Lucia and other 5 little yachting clubs are equipped with subsequent ages, which were developed on the palimpsest floating docks used for local yachting. of the Greek city and preserved extraordinary traces of the Port Management of Syracuse persistence and integration of the various cultures of the The Syracuse harbours and all the coast line of its whole most significant eras of the western world. This cultural province are managed by the Territory and Environment stratification makes Syracuse a unique site and, for this reason, Department of Sicilian Region, as far as policies and strategic in 2005 it has been included in the “Word Heritage List” of planning are concerned. The operational management UNESCO. Today the city of Syracuse is the fourth largest of the whole area is assured by the Harbour master’s office in city in Sicily. It is the capital of the province of Syracuse with collaboration with the Municipality and the cultural, social, over 441.000 inhabitants covering an area of 2.109 sq km. environmental, economic and productive forces of the The urban territory is nowadays subdivided in 9 quarters (the territory. The Port Directory Plan, approved in synergy classical five with four modern ones: S. Lucia, Grottasanta, with the Town Directory Plan, is the result of such a co- Belvedere and Cassibile) which have some functional operation. DENTITY I CARDS MUNICIPALITY OF ISTANBUL The metropolitan territory is subdivided into 32 districts and 41 sub–district municipalities and there is a Metropolitan Municipality responsible for entire area. THE PORT Some figures

The port sites 1. Port of Haydarpaşa: concentrated on goods traffic(container port). Total land surface area: 35.000 mq Total length of mooring wharf: 1100 m Container traffic: 400.000 TEU

Responsible for the project Cengiz Gungor mobile: +90 533 385 7880 Fax : + 90 212 449 4526 Email: [email protected]

2. Galataport: concentrated on cruise liners Some figures Total land surface area: 40.000 mq Population: 11.477.000 (15,8 % – 2005 est.) Total length of mooring wharf: 560 m Surface area: 5343, 05 km2 Traffic in the year (prevision) Density of population: 2148 (2005 est.) Passengers: 110.902 Employment rate: 48, 30 % (2005 est.) Unemployment rate: 12, 8 % (2005 est.) 22 THE CITY From ancient times till today, this legendary city is divided by the Bosporus strait, and lies in both Europe and Asia. The European side is separated into two by the Golden Horn. The old town sprawls along one side, with its Byzantine walls and Ottoman palaces facing the Marmara Sea, on the other 3. Port of Ambarlı: concentrated on goods traffic: side, one can see the ancient Genoese port of Galata container port. It extends both on the European (Thrace) and on the Asian (Anatolia) side of the Bosporus, and is thereby the only metropolis in the world which is situated on two continents. In its long history, Istanbul served as the capital city of the Roman Empire (330-395), the Byzantine Empire (395-1204 and 1261-1453), the Latin Empire (1204-1261), and the Ottoman Empire (1453-1922). With its glorious history, the “Historic Areas of Istanbul” were added to the UNESCO World Heritage List in 1985 and the city was chosen as joint 4. Porf of Zeytinburnu (Zeyport) :concentrated on European Capital of Culture for 2010. goods traffic (bulk cargo). Today, as well as being the largest city, Istanbul is the 5. Pendik RORO: concentrated on goods traffic, Ro- financial, cultural and economic center of modern Turkey Ro vessel, route Italy-Trieste, 55.000 trucks shipped even after Ankara became the new political capital in 1923. in 2006. Many of Turkey’s major manufacturing plants are located in the city, which is generally considered as the metropolitan area, making it one of the twenty largest metropolitan areas in the world. DENTITY I CARDS MUNCIPALITY OF ZARZIS groupers and its gilthead breams. The town of Zarzis is experiencing economic development in many sectors and has a fishing port and a large commercial port close to a duty- free zone, which represent two important economic poles for the exports of sea, agricultural and oil products. Djerba-Zarzis international airport offers regular air connections with the capital city and the most important European towns. The official language of Tunisia is Arab, but French is spoken all over the country.

The port Some figures The commercial port of Zarzis is located along the eastern coast of Tunisia at 33°33’ north and 11°07 east. Responsible for the project Superstructures: embankments 28 hectares – hangars 500 sq. Fayçal Dchicha mt. – public property 180 hectares. President of ADDCI-Zarzis Tél: 00216 98 431 069 Water surface area: the port of Zarzis has two basins E.mail: [email protected] -an inner basin which forms the fishing port Mohamed Ali JEDDI -a main basin with a total surface of 35 hectares Vice-president de l’ADDCI-Zarzis Moorings: Tél: 00216 98 430 209 E.mail: [email protected] -commercial pier (4 places): 610 mt. -oil wharf: 185 mt. Some figures -auxiliary pier: 155 mt. Population: 73.549 (as of 2004) Annual traffic: 850.000 tons Surface area: 34.000 hectares The port of Zarzis assures mainly the traffic of Vrac (salt, Density of population (inhabitants per sq. km): 85 marble chips, oil products) and general goods in transit. Employment rate 37,2 % (2004 census) Unemployment rate: 12,4 % (2004 census) The port sites 1 – The commercial port of Zarzis: 23 THE CITY The port is under the control of the bureau of commercial According to ancient sources, the coast where Gergis navy and ports (Ministry of Transport) and it has a managing (ancient name of Zarzis) and its port are located has always position. attracted Phoenicians. They founded many trade centres along the banks of little Sidra, which extends from Gabès 2 – The fishing port of Zarzis, located close to the town until Misurata Cape in Libya. In Gabès, the remains of many centre, is the most important port of the governatorate. It has Roman sites are the sign of the large occupation of the plain an important role at national and regional level. It contributes through farms and villages connected to the important port with 15% of the national production of catch. It is under town of Giktiss. the control of the regional commissioner for the agricultural The Roman port - from where whole cargoes of olive oil, development of Mednine. It has a managing position. woollen bales, sea salt from the ancient salt pits of Zarzis and even gold from Africa, through the Sahara desert – were 3 – The fishing port of Hessi Jellaba is a small port located shipped to Rome, is made of a large coastal plain extending north of the town, in Boughrara lagoon. between Ras Marmour on the north, Oued Fessi on the south and a plateau including Ras Dahra and Henchir Zian Park of economic activities of Zarzis (ancient Zitha). The economic activities park of Zarzis, created in 1993, is Zarzis is located on the far south of Tunisia and offers close to the commercial port and is located on an area of a wonderful landscape where the Sahara meets the 100 hectares. It is equipped with all the required technical Mediterranean. These two opposite elements offer facilities. spectacular colours and extraordinary shapes. Zarzis spreads The Park will include all the economic activities having a out along the southern coast and the Mediterranean; it has a remarkable added value in terms of technological contribution mild climate and a verdant landscape which make Zarzis one and favouring the exportation of local goods and services. of the most important tourist resorts in Tunisia. Twenty km south of Zarzis, the vast lagoon of Bhiret Elbibène is connected to the sea through a narrow opening. This salt lake forms a natural fish farm, renowned for its DENTITY I CARDS UNIVERSITY OF LE HAVRE The international reputation of the university is improved by the preparation of the thesis in “co-tutorship”, that means shared tutorship with a foreign university. The university supports the businesses of the region with its scientific knowledge in three main branches: • Logistics and transport: logistics, transport networks, communication tools; • Sustainable development: territory and environment, energy control, sea and coastal environment • Procedure control: complex materials, analysis and new molecules, mechanical and electrical systems In the centre of the city Le Havre University carries out most of its activities Responsible for the Project Camille Galap - Chancellor of Le Havre University within the historical centre. This privileged location is 25 rue Philippe Lebon BP 1123 appreciated by students and by the many French and 76063 LE HAVRE CEDEX FRANCE - Tél : +33 (0)2 32 74 40 00 foreign visitors. www.univ-lehavre.fr Abdellatif Benabdelhafid On the riverside of the sea General Coordinator of CEMUR Le Havre is not only a large and dynamic commercial CERENE laboratory Place Robert Schuman BP 4006 76610 LE HAVRE - France port, it is also a seaside resort with its beach and the Tel : + 33 (0)6 32 42 05 79 - www.cemur.org tourist port on the banks of a remarkable sheet of water. SOME FIGURES Number of students: 7000 Euro-Maghreb cooperation Number of Training and Research Units: 3 The CEMUR network was set up about ten years ago 1 University Institute of Technology with 10 departments starting from the many contacts with Maghreb area. An engineering school: Advanced School of Logistic studies We were able to establish privileged relationships 11 research laboratories with some Maghrebian colleagues. In this context, we 24 A university on a human scale have contacted a number of Maghrebian universities and industrial managers (rectors, principals, heads of Established in 1984, Le Havre University gathers about 8000 departments, laboratory experts, industrial managers). students in three training and research units (International Our cooperation field is “Sciences and Technologies of Affairs, Sciences and Techniques, Humanities), a UIT Information and Communication (STIC) in Transport (University Institute of Technology) and an engineering and Logistics”. school (Advanced School of Logistic Studies). The University In a first stage, the proposed idea was to create diplomas aims at achieving the professional insertion of its students, as in “Logistic Engineering” (LE) specific for each well as the technology transfer; in this sense, it has developed university of the network. – since its establishment – an active policy of partnership with the economic world. It carries out a close cooperation The CEMUR network organizes the structure of the with many foreign universities, in particular those of the teaching content and the profile of the diploma by Mediterranean area through CEMUR network (Europe- facilitating the transfer of teachers and students (for the Maghreb cooperation of the networked universities) to stage) among the universities of the network. install an excellence pole in Logistics based on its specialized The success of this MASTERS depends on the resources course in this field. Currently, CEMUR gathers about twenty of the various institutes of the partnership. universities. University role in the project SUDEST An active participation in European and international Le Havre University, founder member of CEMUR, programme offers a real opportunity to students to improve thanks to its experience in the field of information and their training through an experience abroad. Every year, communication technologies and its cooperation with about 400 students benefit from this opportunity. the economic sector, contributes with its experience to This University welcomes hundreds of foreign students SUDEST project, especially as concerns logistics. every year, representing 15% of total students. Intensive courses of French Language and Civilization are proposed to students to facilitate their insertion. DENTITY I CARDS UNIVERSITY OF NAPLES Law, Engineering, Humanities, Medicine and Surgery, Veterinary Science, Bio-technologies, Mathematics, Physics “FEDERICO II” and Natural Sciences, Political Sciences, Sociology. POLE Pole of Sciences and Technologies Complesso di Monte Sant’Angelo, via Cinthia, Naples Dean: Prof. Mario D’Apuzzo Principal: Dott. Carlo Ferraro The Pole of Sciences and Technologies was built in 1999 and it includes the Faculties of Engineering, Mathematics, Physics and Natural Sciences, Architecture. The aggregation of structures allowed to achieve the structural, functional and administrative decentralization of the University and Responsible for the project favoured a higher flexibility in the performance of the several prof. arch. Riccardo Florio Department of Architectural activities. and Environmental Planning e-mail: [email protected] FACULTY Faculty of Architecture Palazzo Gravina, via Monteoliveto, 3, Naples Principal: Prof. Arch. Benedetto Gravagnuolo The Faculty of Architecture of the University of Naples originates from the Royal School of Architecture founded SOME FIGURES in 1928, then transformed into the Royal Institute of Poles: 3, Faculties: 13, Departments: 85 Architecture in 1930 managed by Alberto Calza Bini. In 1946, Students: 96867 he moved the Faculty in the 16th century building “Orsini Professors (ordinary, associated, researchers, assistants): di Gravina”. Since then, Gravina Palace has always been 3121 identified as the Faculty of Architecture by the population. 3-year degree courses: 85, Magistral courses (specialized): 72 At present, it only includes the Principal’s office, the Library Single-cycle Magistral courses: 7 and a few Departments, whereas most of its lecture halls, 25 Research doctorates: 83 departments and the secretary’s office are located in the I and II level masters: 70, Spirito Santo complex at Via Forno Vecchio Specialization Schools: 66, Specialization courses: 42 DEPARTMENT Department of Architectural and Environmental UNIVERSITY DESCRIPTION Planning The foundation of Naples University dates back to 1224, via Forno Vecchio, 36, Naples thanks to a decree of the king aimed at training the jurists Principal: Prof. Arch. Rolando Scarano who had to help Frederick II of Swabia in organizing the The Department of Architectural and Environmental state. Since the beginning, the courses of the Neapolitan Planning includes several branches focusing their research school included law, liberal arts and medicine. Although the activities mainly on the issues of planning in compliance th events of the Aragonese period and the events of the 17 with the interactions between the various actors identifiable century had led to a condition of backwardness for Naples in the historical fabric of Italian, Mediterranean and th University, during the last two decades of the 19 century, European towns, and which can be evaluated vis-à-vis the th until the enforcement of Gentile’s Act in the 20 century transformations carried out or still ongoing. This analysis and subsequent reorganization of the education system, results into a project aimed at organizing the existing the University “Federico II” experienced the growth of its vocations, at exploiting their qualities, at identifying places, scientific prestige and became the second Italian university, functions and new ways which correspond to current cultural behind Rome. and operational needs. Seat : C.so Umberto I, 40 Role of University of Study of Naples “Federico II” in Chancellor: Prof. Guido Trombetti SUDEST Project Structure The University cooperates with the SUDEST programme to Poles: Pole of Sciences and Technologies, Pole of Human organize and arrange the research through methodological and Social Sciences, Poles of Sciences and Technologies for and operational studies in order to transfer the knowledge to Life the partners and to build a common programme/ project. Faculties: Agriculture, Architecture, Economics, Pharmacy, DENTITY I CARDS UNIVERSITY “G. d’Annunzio” Pescara CHIETI – PESCARA Faculties: Architecture; Economics; Foreign Languages and Literature; Management Sciences ONLINE UNIVERSITY Remote University “Leonardo da Vinci”: www.unidav.it Chancellor: Prof. Fabio Capani Knowledge has no limits; knowledge has no boundaries: the teaching of a great genius of mankind was the inspiration for the first remote University founded by a state-owned University. The online university was established by the Foundation of the University “G. D’Annunzio” and is one of the goals of the project to spread the knowledge and to search for new technologies for teaching. FACULTY Architecture Faculty viale Pindaro, 42, 65127 Pescara Responsible for the project Seat: Prof. arch. Francesco Girasante Dean: Prof. Arch. Alberto Clementi Facoltà di Architettura – DiTAC The training offered by the Faculty of Architecture at Viale Pindaro n. 42 – 65127 Pescara includes the 5-year single-cycle Magistral Degree in PESCARA Architecture (with the possibility to leave after three yeas and Tel. +39 085 4537340 get a 3-year degree) consistent with the recognition of the fax +39 085 4537331 European Union, and two 3-year specialized degrees: one email: [email protected] www.unich.it aimed at training “Building Technicians” and one aimed at training a “Technician of the environment and territory”. The SOME FIGURES faculty, located within the university campus of Pescara, in a Chancellor: Prof. Franco Cuccurullo modern building, is open to the territory and external users Three-year courses: 37 and represents one of the recognized facilities connecting Magistral courses (specialized): 22 Italian and foreign universities. The offer of space and Single-cycle magistral courses: 4 services will be extended by building a complex with teaching I and II level masters: 29 laboratories and lecture halls. Medical Specialization Schools: 40 DEPARTMENT 26 Non medical Specialization Schools: 6 Department of Technologies for the Built Environment Specialization courses: 14 Main office: viale Pindaro n.42, 65127 Pescara Specialization schools for secondary teaching: SSIS Principal: Prof. Arch. Luigi Cavallari Libraries: of departments 7, united 3 DiTAC, the Department of Technologies for the Built Remote university: “Leonardo da Vinci” Environment, carries our research activities on the process UNIVERSITY DESCRIPTION of environment construction, by promoting project History experiences and studies aimed at the sustainable development Established in 1965 as a “Free University” and state-owned of environmental transformations, at the level of the since 1982, the University “Gabriele d’Annunzio” is made up settlement system as a whole and at the level of its single of twelve faculties organized on the university campuses of parts. The Department has special competences in the field Pescara and Chieti, which is also the seat of the registered of technical procedures for the bio-sustainable and energy office of the University, the Chancellor’s and the General self-sufficient building industry, in the framework of techno- Manager’s office. typology experiments, as well as for the instruments to carry It is a forefront University for its structures, facilities and out maintenance and diagnostic operations. The Department training courses, in a urban and metropolitan environment also includes the Research Doctorate in Technologic Culture rich in accommodation facilities and suitable for human living. and Environmental Planning. Despite its short history, the University “G. d’Annunzio” aims Role of University “G. d’Annunzio” in SUDEST at delivering a highly qualified and diversified teaching, and Project offers opportunities for leisure time in terms of recreational, The contribution of DiTAC to the debate and the issues about sport and cultural activities. the sustainable development of sea towns is characterized Main Office by a careful reflection on the transformation of the built University Campus, via dei Vestini, CHIETI environment. This reflection is strongly influenced by the Pole, viale Pindaro, PESCARA cultural and research lines expressed within the working Structure group of the Department itself. Faculties: In this sense, the role of DiTAC is aimed at identifying Chieti Campus and proposing method strategies to turn the common Pharmacy; Humanities; Medicine and Surgery; Psychology; problems, shown in the case studies, into sustainable models Sciences of Motor Education; Sciences of Training; for development, by identifying the possibilities to create Mathematics, Physics and Natural Sciences; Social Sciences processes of environmental requalification. DENTITY I CARDS FACULDADE DE ARQUITECTURA DA UNIVERSIDADE DO PORTO

Responsible for the projet Rui Braz Afonso, Assoc. Prof in Urban Planning Ph 00351 226057100 Fax 00351 226057198 Mail: [email protected] www.fa.up.pt

SOME FIGURES Students number: about 1000 Degrees:Graduation, Master, PhD

UNIVERSITY DESCRIPTION History: it appeared as a Drawing School in 1780. In the XIX 27 century it became Fine Arts School and in 1986 became the Faculty of Architecture

Structure Structure The FAUP is organized in 5 groups of matters: Architecture, Theory of Architecture, Urban Planning, History of Architecture and Constructions.

SSEMINARs SUDEST SEMINARS LAUNCHING SEMINAR SUDEST WORKING PARTICIPANTS (32) GROUP Municipality of Naples – Italy, Lead partner Domenico Francesco Moccia, town councillor responsble for Town planning at the Province of Naples URBACT Project Unit Gaetano Mollura, coordinator Adolfo Arenare, Cristina Fato, Giovanni Hoffmann, staff Urban Department Patrizia Serena Vollero, official European Funds and innovative financing Service Liana Mongatti: official Irene Tango, Liliana Coppola, staff Giancarlo Alisio, University of Naples “Federico II” Alberto Bracci Laudiero, manager Technical Area of the Port Authority of Naples NAPLES (Italy) 17th, 18th, 19th November 2005 URBACT Secretariat Adele Bucella, project manager Pauline Geoghegan, expert INSPECTIONS URBACT Thematic Experts Tour by bus along the coast line of the city to have a Rachel Rodrigues Malta, University of Aix-Marseille I - Aix-en- general vision of the port sites. Provence. Experts coordinator PRESENTATIONS Gianmichele Panarelli, University of Chieti-Pescara Cities, ports and “waterfronts” – South Europe experiences Municipality of Bastia - France Fernande Maestracci, director of Direction du Patrimoine Urbact Programmeme: Partners, objectives and roles; website Municipality of Le Havre - France Barbara Cugusi, PIC URBAN department Working methodology of the network and working group Capitalization and objectives Municipality of Matosinhos - Portugal Armindo Carvalho, Strategic studies Cabinet Presage system: expenditures eligibility, staff costs, accounting APDL - Portugal Joao Pedro Matos Fernandes, member of the Board 29 City of Naples presentations: Joana Azevedo, architect Infrastructural interventions development Porto Vivo S.R.U. - Portugal Coastline: historical evolution Ana Martins de Sousa, member of the Board Coastline planning The port Municipality of Livorno - Italy Maria Nicola Tragni, Offices Transformation North quarters Partners presentation: Municipality of Siracusa - MEDINT- Italy Municipality of Bastia (France) Sergio Campanella, delegate of the Mayor for Urban and Municipality of Le Havre (France) European politics – MED INT coordinator Municipality of Matosinhos (Portugal) Ignazio Barone, manager of the Office for maritime policy APDL – Amministracao dos portos do Douro e Leixoes (Portugal) Metropolitan Municipality of Istanbul - Turkey Porto Vivo – Sociedade de reabilitacao urbana da baixa Department Research planning and coordination portuense (Portugal) Cengiz Gungor, manager –Ugur Inan, official Municipality of Livorno (Italy) Zarzis – Tunisia: Fayçal Dchicha, president of ADDCI Municipality of Siracusa /MEDINT network (Italy) ADDCI of Zarzis (Tunisia) University of Naples “Federico II” Metropolitan Municipality of Istanbul (Turkey) Faculty of Architecture - Italy Riccardo Florio, professor of DI.PRO.A.A. The Province of Naples: Posidonia Project experience University of Porto - Faculty of Architecture - Portugal Universities: role and contribution in the network Rui Braz Afonso, professor of CEAUUP University of Le Havre (France) Ines Sobral, collaborator of CEAUUP University of Naples (Italy) University of Chieti- Pescara ( (Italy) University of Le Havre – Department of Logistic and University of Porto (Portugal) Transport Management - IUT - France Abdellatif Benabdelhafid,principal of the Department The sub-thematic/problems that would be discussed in each seminar. University of Chieti-Pescara “G. D’Annunzio” Faculty of Architecture - Italy Francesco Girasante, professor of DiTAC SUDEST SEMINARS

FIRST THEMATIC SEMINAR: PARTICIPANTS (30) Physical dimension of Urban Regeneration HOST CITY - Municipality of Livorno - Italy Alessandro Cosimi, Mayor of Livorno Bruno Picchi, Councillor for Urban Transformation Offices Transformation North quarters Maria Nicola Tragni, official (responsible SUDEST project) Luigi Pingitore, advisor of the Municipality Gianfranco Chetoni, Coordinator of Department area no. 5 Development and Management of the territory Marco Massa, professor of town-planning at the University of Firenze Claudio Vanni, Livorno Port Authority, Bureau for Town- planning and urban procedure Municipality of Naples – Italy, Lead partner LIVORNO, 16th, 17th and 18th February 2006 URBACT Project Unit: Gaetano Mollura, coordinator Cristina Fato, Giovanni Hoffmann, staff Planning Service, programming and planning of transport INSPECTIONS infrastructures Livorno visit by boat along the Medicean ditches and in Luca d’Angelo, official proximity of port site, that is going to be transformed. The second visit involved the city quarters next to harbour URBACT Thematic Experts: area, which are actually concerned by urban requalification Rachel Rodrigues Malta, University of Aix-Marseille I - Aix-en- programmes. Provence. Experts coordinator Gianmichele Panarelli, University of Chieti-Pescara PRESENTATIONS Municipality of Le Havre - France Work in progress of SUDEST – New initiatives of URBACT Ouahid Dorbane, manager of PIC URBAN Department Programme: Cross Cutting Thematic Working Group SUDEST website Municipality of Matosinhos - Portugal Livorno city presentation Armindo Carvalho, Strategic studies Cabinet A difficult equilibrium between port and territory The transformations under way in the harbour area APDL - Portugal 30 Introduction of the theme: “Physical dimension of urban Joao Pedro Matos Fernandes, member of the Board regeneration” Carlos Dias Pinto, manager of the Managing of municipal Universities contributions proprieties Department University of Naples Joana Azevedo, architect University of Porto Porto Vivo S.R.U. - Portugal Ana Martins de Sousa, member of the Board CASE STUDIES Joana Fernandes, architect Livorno: Innovative programme in the urban field: harbour area Municipality of Siracusa - MEDINT- Italy The project: “Gate to the sea” Sergio Campanella, delegate of the Mayor for Urban and European politics – MED INT coordinator Naples: Ignazio Barone, manager Office for the Politics of the sea Infrastructural system of transports/city-port connection/ tram line and via Marina redevelopment Municipio station Metropolitan Municipality of Istanbul - Turkey Waterfront urban redevelopment: port/monumental area Department Research planning and coordination Cengiz Gungor, manager – Muzaffer Sahin, official Le Havre: Urban project: Le Havre south quarters – city/port Zarzis – Tunisia interface Fayçal Dchicha, president of ADDCI Habib Sassi, director of the commercial port Matosinhos – APDL – Porto Vivo: Urban regeneration through an experience of institutional University of Naples “Federico II” cooperation: cases of interface: city/port, city – quays Faculty of Architecture - Italy Vale do Leça Project Riccardo Florio, professor of DI.PRO.A.A. Molhe sul Project University of Porto - Faculty of Architecture - Marginale de Leça Project Portugal Siracusa – MED-INT: Rui Braz Afonso, professor of CEAUUP Re-qualification of the docks of Porto Grande and Tourist Ines Sobral, collaborator of CEAUUP Harbour University of Chieti - Pescara “G. D’Annunzio” Faculty of Architecture - Italy Zarzis: Impact of the port of Zarzis on the city development Francesco Girasante, professor of DiTAC - projects examples Rosario Pavia, Principal of Town-Planning Department – University of Chieti – Pescara “G. D’Annunzio” SUDEST SEMINARS SECOND THEMATIC SEMINAR PARTICIPANTS (30) The economic and social dimension of urban regeneration HOST CITY- Metropolitan Municipality of Istanbul Turkey Hüseyin Kaptan, advisor of the mayor, Department Research planning and coordination. Cengiz Gungor, manager (responsible SUDEST project.) Muzaffer Sahin, Ugur Inan, officials. Metin Çanci, Center for Urban planning and drawing. Kurtulus Altun, Center for Urban planning and drawing, department for urban organization and transformation. Ümit Aktaş, Turkish Sea Organization. Feray Sevgili, expert of the State-owned Railways of Turkey.

Municipality of Naples – Italy, Lead Partner URBACT Project Uni: ISTANBUL 22nd, 23rd and 24th June 2006 Gaetano Mollura, coordinator. Cristina Fato, Giovanni Hoffmann, staff. European financing services and innovative finance: Liana Monatti, official; Liliana Coppola staff, INSPECTIONS Urban planning Department: Tour of the territory of the ports and the city. Patrizia Serena Vollero, official. PRESENTATIONS Work in progress of SUDEST: URBACT Secretariat: Pauline Geoghegan, expert. SUDEST web site, updating. URBACT Thematic Experts: The URBACT programme and the theme of the socio- Rachel Rodrigues Malta, University of Aix-Marseille I - Aix-en- economic inclusion. Provence. Experts coordinator. Cross Cutting Thematic Working groups (CTWG) and the Gianmichele Panarelli, University of Chieti-Pescara. working group SUDEST. Municipality of Le Havre – France: First reflections on the thematic seminar “Physical Ouahid Dorbane, manager of Pic Urban Department. dimension of urban regeneration”. Municipality of Matosinhos – Portugal: 31 Introduction of the theme: “Economic and social Armindo Carvalho, Strategic studies Cabinet: dimension of urban regeneration”. APDL - Portugal: Istanbul City: Joao Pedro Matos Fernandes, member of the Board: Ports and regeneration. Carlos Dias Pinto, manager of the Managing of municipal Logistics Considerations and Ambarli Port. proprieties Department. Galata Port. Porto Vivo S.R.U. – Portugal: Universities contributions in SUDEST working group. Ana Martins de Sousa, member of the Board: Joana Fernandes, architect: CASE STUDIES Istanbul (Turkey): Haydarpaşa Port Municipality of Siracusa - MEDINT- Italy: Naples (Italy): Sergio Campanella, delegate of the Mayor for Urban and Innovative programme in the urban field – Mergellina and European politics – MED INT coordinator. S. Giovanni a Teduccio. Ignazio Barone, Manager Office for the Politics of the sea. Le Havre (France): Zarzis – Tunisia: Le Havre: creating a new attraction Mohammed Ali Jeddi, vice-president ADDCI. Porto Vivo – APDL (Portugal): Habib Sassi, director of the commercial port. The Economic and Social Dimension of Urban University of Naples “Federico II” Regeneration in Porto Riverfront. Faculty of Architecture – Italy: Matosinhos – APDL (Portugal): Riccardo Florio, professor of DI.PRO.A.A.. The Economic and Social Regeneration of the City-Port of University of Porto- Faculty of Architecture Matosinhos: structures, trends and challenges – Portuga:l Siracusa – MED.INT (Italy): Ines Sobral, collaborator CEAUUP; Promoting economic and social activities in the harbour’s University of Le Havre – Department of Logistic and areas: the experience of MED – INT thematic network Transport Management - IUT – France: Zarzis: The duty free zone Abdellatif Benabdelhafid,principal of the Department. The local dissemination: the intermediate dossier of the city of Naples SUDEST SEMINARS THIRD THEMATIC SEMINAR Management and requalification of the harbour’s quarter. “Management tools and decision-making system” Universities contribution for SUDEST working group: Universities of Porto, Naples and Chieti – Pescara. PARTICIPANTS (32) HOSTS Municipality of Matosinhos – Portugal: Armindo Carvalho, Strategic studies Cabinet (responsible SUDEST project). Antonio Madureira, group of Marginal planning of the Eastside. APDL - Portugal: Joao Pedro Matos Fernandes, member of the Board (responsible SUDEST project). Carlos Dias Pinto, manager of the managing of municipal proprieties department. Joana Azevedo, architect. Raquel Cunha, Marketing and public relations. Helena Gomes Fernandes, Marketing and public relations. PORTO – MATOSINHOS Porto Vivo S.R.U. Portugal: 11th, 12th, 13th and 14 October 2006 Joaquim Branco, President of Porto Vivo SRU. Ana Martins de Sousa, member of the Board(responsible SUDEST project). VISIT Joana Fernandes, architect. Mr. Francisco Barata, head of the faculty of Architecture Rui Mealha, group of planning for the requalification of at the University of Porto, and Mr. Rui Bras welcomed the ”Cantareira”. participants in the workshop at the faculty office. University of Porto- Faculty of Architecture Mr. Francisco Guedes de Carvalho guided the group through – Portugal: a tour of the buildings, planned by architect Alvaro Siza, by Rui Braz Afonso, principal of CEAUUP (responsible showing the activities carried out there, the organization SUDEST project). of courses and the life of students in the areas available to Ines Sobral, collaborator of CEAUUP. them. Municipality of Naples – Italy, Lead Partner INSPECTIONS URBACT Project Unit: The tour concerned the port of Leixões in the municipality Gaetano Mollura, coordinator. of Matosinhos and the embankment of Douro river, which Cristina Fato, Giovanni Hoffmann, staff. are both governed by the port authority (APDL). Urban planning Department: 32 Tour of the urban regeneration sites of Porto Vivo SRU. Patrizia Serena Vollero, officer. PRESENTATIONS URBACT Secretariat: Work in progress of SUDEST- Cross cutting. Pauline Geoghegan: expert. Widening and reflections on the thematic seminar “Socio URBACT Thematic Experts: - economic dimension of urban regeneration” . Rachel Rodrigues Malta, University of Aix-Marseille I - Aix- Introduction of the theme: “Management instruments and en-Provence. Experts coordinator. decision making system”. Arnaud Le Marchand, University of Le Havre. Pasquale De Toro, University of Naples (on behalf of Luigi Considerations on the first outcomes and critical states of Fusco Girard). the management grid. Gianmichele Panarelli, University of Chieti-Pescara. Presentation of the host Cities: Municipality of Le Havre - France : Requalification of the seafront of Leça da Palmeira, Agathe Chaierre, deputy mayor of Le Havre. Matosinhos. Ouahid Dorbane, manager of Pic Urban Department. “Cantareira” project, Porto. The management model of SRU - Porto Vivo. Municipality of Siracusa - MEDINT- Italy: Riccardo Lo Monaco, Councillor for maritime resources. Contributions and involvement of “”International Sergio Campanella, delegate of the Mayor for Urban and Association Cities & Ports” (IACP) in SUDEST. European politics – MED INT coordinator. CASE STUDIES Metropolitan Municipality of Istanbul - Turkey APDL (Portugal): Department Research planning and coordination: Urban harbour interface. The management of a common Cengiz Gungor, manager –Ugur Inan, official. territory. Zarzis – Tunisia: Naples (Italy): Fayçal Dchicha, president of ADDCI. Executive urban Plan (PUA) Coroglio – Bagnoli. Mohammed Ali Jeddi, vice president of ADDCI. Le Havre (France): University of Naples “Federico II” The Master plan, a strategic monitoring instrument for the Faculty of Architecture – Italy: development of city – harbour interface. Riccardo Florio, professor of DI.PRO.A.A.. Siracusa – MED.INT.(Italy): University of Chieti-Pescara “G. D’Annunzio” The port management in the sea towns of MED.INT. Faculty of Architecture – Italy: Francesco Girasante, professor of DiTAC. Zarzis (Tunisia): Carlo Lufrano collaborator of DiTAC. SUDEST SEMINARS SEMINAR PARTICIPANTS (28) “The capitalization and the dissemination of the working group’s results” HOST CITY- Municipality of Le Havre – France: Agathe Cahierre, Deputy Mayor of Le Havre, president of the network of URBAN towns – France. Dominique Dhervillez, General Manager of the Department for Large Projects. Pic Urban Department. Ouahid Dorbane, manager (responsible SUDEST project). Sonia Vimard, Elise Besnard, staff. Cyril Chedot, expert charged of local development, autonomous port of Le Havre. Olivier Lemaire, General manager of AIVP. Greta Marini, staff AIVP.

Municipality of Naples – Italy, Lead Partner

th th th URBACT Project Unit: LE HAVRE – 15 , 16 and 17 February 2007 Gaetano Mollura, coordinator. Cristina Fato, Giovanni Hoffmann, staff. URBACT Secretariat: Pauline Geoghegan, expert. INSPECTIONS The visit concerned the neighbourhoods involved in the URBACT Thematic Experts: requalification activities and the port of the town. Rachel Rodrigues Malta, University of Aix-Marseille I - Aix-en- Mr. O. Dorbane led the partners along an itinerary through Provence - Experts coordinator. the works, both public and private, which are revitalizing the Arnaud Le Marchand, University of Le Havre. southern neighbourhoods of the town. Pasquale De Toro, University of Naples (on behalf of Luigi Then there w a visit to the port and Mr. C. Chedot Fusco Girard). underlined the size of the area devoted to the detention of Gianmichele Panarelli, University of Chieti-Pescara. containers and, at the same time, the attention paid to the Municipality of Matosinhos – Portugal: issue of security. Elsa Severino, Chef de division of Monitoring of the PDM and On the way back to the hotel, we drove along the naturalistic geographic information. oasis of the estuary of the Senna river in the territory Joana Moreira, collaborator. governed by port authorities. 33 APDL - Portugal: PRESENTATIONS Amelia Castro, member of the Board. Focus on Le Havre Joana Azevedo, architect. Le Havre, the estuary’s metropolis The city – the reconquest of the port interface Porto Vivo S.R.U. – Portugal: The port of Le Havre and the globalization: development Ana Martins de Sousa, member of the Board. strategies and territorial integration Joana Fernandes, architect. Municipality of Siracusa - MEDINT- Italy: Reflections on the thematic seminar “Management Riccardo Lo Monaco, instruments and decision making system” and presentation Councillor for sea resources. of the synthesis document. Sergio Campanella, delegate of the Mayor for urban and European policies – Coordinator of MED INT. Presentation of the thematic synthesis’ documents, the cases studies catalogue, first considerations about the Metropolitan Municipality of Istanbul – Turkey elaboration of the “conclusions and recommendations Department Research planning and coordination: document”. Cengiz Gungor, manager. Metin Çanci, official. AIVP contribution: City – Ports, experiences of other Altun LUFTI, manager of Department of urban transformations. countries. Zarzis – Tunisia: URBACT 1 and URBACT 2 programmes: updating – new Fayçal Dchicha, president of ADDCI. initiatives and perspectives. Mohammed Ali Jeddi, vice president of ADDCI. First draft of the catalogue of case studies. University of Naples “Federico II” Faculty of Architecture – Italy: The Cross Thematic Working Group “Adapting public Riccardo Florio, professor of DI.PRO.A.A.. services to integrated approach” .

University of Le Havre – Department of Logistic and Transport Management – IUT - France: Abdellatif Benabdelhafid,principal of the Department. SUDEST SEMINARS STEERING COMMITTEE PARTICIPANTS (19) “The capitalization and the dissemination of the HOST CITY - Zarzis – Tunisia: working group’s results” Fayçal Dchicha, ADDCI of Zarzis, president (responsible SUDEST project). Mohammed Ali Jeddi, ADDCI of Zarzis, vice president. Youssef LIZIGHEB, Vice director of the port of Zarzis. Melle Sana BOUBANE, director of the communications of the Park of economic activities of Zarzis. Municipality of Naples – Italy, Lead Partner URBACT Project Unit: Gaetano Mollura coordinator. Cristina Fato, Giovanni Hoffmann, staff. URBACT Thematic Experts: Rachel Rodrigues Malta, University of Aix-Marseille I - Aix-en- Provence. Experts coordinator. ZARZIS, 12th, 13th and 14th April 2007 Pasquale De Toro, University of Naples Federico II (on behalf of Luigi Fusco Girard). Gianmichele Panarelli

INSPECTIONS The visit aimed at giving a deeper knowledge of the port and Clarissa Di Tonno, Marco Tarantino, University of Chieti- of those areas where urban regeneration actions are being Pescara, carried out. collaborator of G. Panarelli During the visit at the office of the “Park of economic Municipality of Matosinhos – Portugal: activities”, Miss Sana Boubane has illustrated the main Elsa SEVERINO, Chef de division of Monitoring of the PDM characteristics of the organization. and geographic information. Mr Youssef Lizigheb, vice director of the commercial port of Zarzis, took the participants to a visit of the commercial port. APDL - Portugal: Joao Pedro Matos Fernandes, member of the Board. PRESENTATIONS Porto Vivo S.R.U. – Portugal: Focus on Zarzis: Ana Martins de Sousa, member of the Board. 34 The commercial port of Zarzis and the park for the Joana Fernandes, architect. economic activities. Municipality of Livorno – Italy: Reflections on the seminar “The capitalization and the Luigi Pingitore, advisor of the Municipality. dissemination of the working group’s results” and Municipality of Siracusa - MEDINT – Italy: presentation of the final document’s draft. Sergio Campanella, delegate of the Mayor for Urban and The case study catalogue European politics – MED INT coordinator. Presentation of the multilingual divulgation document: Metropolitan Municipality of Istanbul – Turkey: ‘pocket SUDEST’. Department Research planning and coordination . Cengiz Gungor, manager. University of Naples “Federico II” Faculty of Architecture – Italy: Riccardo Florio, professor of DI.PRO.A.A..

University of Le Havre – Department of Logistic and Transport Management – IUT – France: Abdellatif Benabdelhafid,principal of the Department.

IIntroduction SUDEST Introduction I – Port towns: the new factors for development always mean marginalization or decline. In general, the During last decade, the world trade of commodities development of the former does not lead to an absolute reported an astonishing growth, with an average increase decay of smaller ports. In the new trend resulting from of 5,6% per year. Three-quarters of the volume of globalization and increase in traffic, local projects can these exchanges are in the field of sea transport, with always find real opportunities, as it is shown by the more than 25000 billion tons of commodities that, development of ports that – like Dunkerque – have according to these figures, travel by seas and oceans. been facing problems for a long time or by the sudden In this framework, port towns are privileged growth of Gioia Tauro hub in the 90s. observatories of the ongoing economic globalization and they are the place where the logics of “local” and Sea transport gigantism: some explanations “global” meet, interact or, even, face each other in their The unit of reference to measure container transport is the most tangible form. Obviously, this phenomenon is not “Twenty-feet Equivalent Unit” (TEU), that is a 20’ long box, new. In fact, as shown by F. Braudel, the most ancient corresponding to 6,058 m., which can contain for example about 25 American refrigerators… port and merchant towns preceded international Whereas container ships of 10.000 boxes carry a cargo capitalism before it was invented. Hence, port towns equivalent to 4 million computers, the largest bulk carriers – by their nature places of circulation and exchange of can carry grain to feed 4 million people for one month. As goods, men and ideas – have always been the witnesses concerns methane carriers, their cargo can supply gas to and players of the changes in the world life, whether warm a town of 50000 inhabitants for 1 year in opening new roads, or conquering new markets, or circulating values or reorganizing geopolitical balances. For this reason, the economic redevelopment of port Nevertheless, current changes, particularly related to the towns does not automatically follow the growth of huge growth of Asian economies and to the generalized sea traffic; these phenomena can even be relatively containerization of goods transport, are bigger than disconnected from each other. It is worth recalling that a even before. These changes deeply question all the port is not merely technical equipment, infrastructures, economic, social, spatial, time and cultural components sheets of water, plants and tools. The port is also of port towns and, for each of them, the ability to related to jobs, cultures, to society and specific imagery undertake a double competition: the one of sea ports (Roncayolo; 1990). Since the 80s, port towns have 37 to attract and manage traffics and the one of towns to been facing more or less similar situations of “urban get their place on the European territory. crisis”, strictly linked to the growth or decline of port In this situation of growth of international exchanges, activities. The situations observed among the towns of ports are all – a priori – potentially able to expand SUDEST network show that large “places” can actually their activity. From 1995 to 2005, the world traffic of experience the growth of container traffic and, at the containers grew from 145 million TEU (equal to a 20’ same time, suffer from persisting problems in terms of box) to 271. From now to the end of the decade, the employment. The relation between port and town is one trend should be confirmed at an average rate of 8,9% of the most complex and it requires the involvement of per year. The adjustment of port infrastructures to the the economic, social, spatial and time logics of the two requirements of this kind of prevailing traffic – strongly realities. From this viewpoint, the challenge of town characterized by gigantism – needs huge investments “regeneration” is not only to attract “containers” and which favour the concentration on “main ports” and ships but to turn their passage into entrances, jobs and reduce the possibility that other competitors appear on wealth for the town. the scene. For example, in Portugal, only Sinès port is Nowadays, to fill the empty space left by the decline currently able to berth the largest container ships. of heavy industries and traditional activities, the world Paradoxically, the differences arising between the leading conjuncture offers the chance to make ambitious ports at world level – most of which are located along projects. In order to achieve these goals, it is necessary the coasts of the Northern Sea or Atlantic Ocean – and to implement complex structural policies. The challenge the leading ports at national and regional level do not is to make port towns “productive” and not only a place  of passage; also, it is necessary to settle the disputes Data from the World Trade Organization 2006 between port and urban functions, to harmonize time F. Braudel, The Mediterranean and the Mediterranean schedules and requirements at “local” and “global” world at the age of Philip II, Armand Colin, Paris (1949, 1st ed.), 1990 level, and to meet with citizens’ requests in terms of Introduction SUDEST

quality of life, of habitat and a satisfactory supply of unused docks at Baltimore and Boston, turned into structures and public places. leisure time areas, the spectacular transformations Dealing with the development of port towns in view of of London’s Docklands into business or upper-class sustainable development, therefore, means to advance residential neighbourhoods appear, for one moment, as approaches which include environmental issues and, at alternatives to the declining Fordist model. These brand the same time, allow agreed choices to be made, aiming new town planning operations, which were criticized at matching the need for a strengthening of economic at the beginning and, nevertheless, reproduced after and port components and the need for an improvement corrections and adjustments, multiply rapidly all over of urban quality. Europe. Indeed, just a few towns have not planned or carried out projects of metamorphosis of those areas II – The town-port interface, a symbolic place for left unused by port functions. Urban inaugurations redevelopment follow one another at rhythmical pace in the wake of IIa – Origin of an issue a success which is much discussed. Barcelona, Genoa, In Europe, the issue of the relation between town Liverpool, Bilbao and Lisbon are some of the examples and port is relatively new. Until the end of the 70s, that contribute to the success of a phenomenon of the debate about port towns consisted, mostly, in waterfront revitalization. advancing sectorial approaches by making a clear distinction between port and urban places. Hence, IIb – Several generations of waterfronts whereas in many port-oriented analyses the town was After more than three decades of international seen as a generic space subject to the “urbanizing” experience of the reconversion of urban-port sites, and “industrializing” forces of the port, urban studies it is possible to distinguish several generations of often paid poor attention to that specific function that intervention (Chaline, Rodrigues-Malta, 1994; Marshall, could heavily condition the political, cultural and spatial 2001; Rodrigues-Malta, 2004). realities. In general, towns were conceived mainly from The first generation, represented by the initiatives of the the viewpoint of technical and economic performance Inner Harbour in Baltimore or Union Wharf in Boston in terms of sea transport, infrastructures and industrial in the 70s, beyond the innovations in terms of decision- 38 concentration. making and planning which will have a strong influence Starting from the 80s, the sharp development of sea on following generations, gathers interventions which transports (naval gigantism, unitization of cargoes) mainly aim at reconquering lost centrality. Starting and the need for a spatial, technical and human from the physical and functional re-conversion of the reorganization of ports, together with the demolition expropriated areas of the old ports, it is necessary to of the large industrial plants (steel, oil, shipyard fight against desertification and the decay of some areas industries, etc.), contribute to plunge all port towns of the town centre by giving them exceptional urban into a situation of generalized crisis. The demographic functions: cultural and recreational services integrated decline, unemployment, the increase in social with high-level hospitality infrastructures for business marginalization, the decay of old urban structures and tourism. These interventions also represent a manifesto the creation of large unused areas are its most evident against the endless stretching of the urban space of characteristics. The uncertain future of most European North-American towns and against urban renovation port towns led national and local public institutions according to those town-planning principles which to rally to face new problems in terms of magnitude were strongly enunciated at that time. and form. Specialists and groups of interdisciplinary The operation at London Docklands, started in late research were than rallied through programmes or ideas 80s, represents a second generation of waterfronts competitions in order to develop a new way to observe which aim at carrying out the physical requalification and to reorganize the town-port system in functional of large areas as well as the re-conversion of the and spatial ways. At the same time, structures such as local economic basis and the consolidation of the The international association of towns and ports (Le Havre) position of port towns on the international scenario. or the Town of water (Venice) centre or groups like the  “Network of researchers on port towns”, were established A comparative study carried out on 73 European port towns to observe and compare analyses, experiments and (IRSIT; 2004) includes a list of about 50 interventions of town-port re-conversion either in advanced stage (mainly in projects carried out throughout the world. The Northern Europe), or started or planned. SUDEST Introduction

In London, the 2000 hectares of the unused port area architectural signs suitable for showing the birth of a in the heart of the town are considered as an actual real new urban condition, which declines as concerns the estate opportunity aiming at developing large property strong territorial positioning but is made of cultural transactions for offices, the creation of business areas and excellence sites to improve the quality of life. with many tax benefits and the construction of new high-level lodgings. Hence, this experience, based on the IIc – Town-port reassembling: modalities and dynamism of the real-estate market, became the main goals reference for other European port towns for a certain The operations carried out in Europe to reassemble period. For example, in Italy, the first interventions in the town-port interface are, generally, town-planning industrial and port areas involved the construction of interventions on a large scale able to involve significant business neighbourhoods, such as the office district of socio-economic and political interests. These actions San Begnino in Genoa and Naples office district. Also need huge financial investments and the agreement of the first projects for the transformation of the Joliette many bodies whose goals – based on specific economic sector in Marseille were strongly influenced by this “all logics – often diverge. Therefore, it is necessary to have a third sector” aspiration (Rodrigues-Malta, 2001). The preliminary stage of dialogue among the main decision- goal is, in any case, the development of those sectors of makers in order to start the long and complicated substitute activities which are able to take up those jobs process of waterfront reorganization. released from traditional port and industrial activities. Since the reorganization of town-port areas always In southern Europe, Barcelona, Bilbao, Genoa corresponds to a stage of emotional re-encounter and Marseille, notwithstanding the varied level of between the town and the port, projects are usually advancement of the operations in the docks, are prepared in an atmosphere of great enthusiasm, contributing to create a new generation. There is a long sometimes with extreme positions. In Marseille or in debate about the late arrival of southern towns onto Naples, operations entered an active stage only after the waterfront development movement. As a matter ten years of ideas and projects prepared, discussed and of fact, what we consider a “delay”, if this concept cancelled to be reformulated. Nevertheless, apart from makes any sense in the history of towns, is not such the debates on town-planning principle or architectural either for the absence of specific problems related to quality, the value of this operation lies also and especially 39 the evolution of port functions or for the lack of will in the commitment of the port and of the town of by urban players to open the town on old docks. In knowing and acknowledging each other. In a moment general, it reveals a number of spatial, social and cultural when the performance of these metropolises does not peculiarities relating to the identity of the group, which only depend on the excellence of port infrastructures appeared clearly when formulating the first projects but on their ability to represent a place of exchange to redefine the town-port interface. First of all, the and to organize their own networks (Collin, 2003; de inventory of expropriated lands and of the plants to be Roo, 1994), the good relations between the town and reconverted is not comparable, for its size and nature, the port cannot be summarized in the small definition to the situations in Great Britain and United States. of “urban port”. Therefore, metropolises are invited In the framework of southern Europe, and more in to commit themselves both along the physical interface particular in the Mediterranean area, the topography of between the two territories and in a strategy of common the coastal space has often caused the compression of development, which will lead to compromises for the towns along the coastline and, generally, this has allowed town and for the port. In the light of these requirements, the port to develop only by permanently recycling the it will be easier to understand the improvements in terms existing port areas. For this reason, the area looks like of port legislation made by the European countries. an intense and tight bundle of dynamics, sometimes in They might concern, as in Italy, the obligation for conflict, rather than a huge unused area. Re-conversion ports to have a planning scheme jointly validated by operations are therefore marked by the limited size and all port and town bodies. They might also regard, as by goals which do not aim at creating a new unitary in Spain, the possibility for ports to identify a “service urban area but at searching for a new organization zone” devoted to the development of urban activities between the port and the town, in the framework of a complementary to port functions and, therefore, they broad scale reassembling project. Finally, like for larger might allow local players to start a debate about a more metropolises, their peculiarity is in the production of balanced and fair distribution of the “pressure” exerted Introduction SUDEST

on the town-port interface. World Conservation Union has written that “sustainable As concerns planning, by observing the international development means improving the quality of human life scenario, it is possible to notice that interventions aim while living within the carrying capacity of supporting at creating “key sectors” and “development poles” for ecosystems” (IUCN, 1991, p. 221) and ICLEI that the town, and they propose that the town-port interface “sustainable development is development that delivers acts as the focus for the global transformation of the basic environmental, social and economic services to town. According to this view, it is a matter of preparing all residents of a community without threatening the projects having a very “strategic” content, that is, viability of natural, built and social systems upon which projects that can have an impact on transformation at the delivery of those services depends” (ICLEI, 1996, long term, to interconnect the various kinds of actions, p. 4). But sustainable development does not focus solely to generate positive induced effects and to influence on environmental issues. More broadly, sustainable the waterfront reorganization at various territorial level development policies encompass three general policy (local, metropolitan, or even regional). areas: economic, environmental and social. In support Town-planning ambitions are great and their of this, several United Nations texts refer to the achievement becomes particularly difficult when it “interdependent and mutually reinforcing pillars” of is necessary to strengthen or to re-launch the socio- sustainable development as economic development, economic development of the town. Then, the social development, and environmental protection. waterfront becomes the actual laboratory where Sustainable development can also be explained as a the future of the town is planned. Qualified urban process rather than a goal. Some research activities start functions, new places devoted to culture, shopping and from this definition to show that the environment we leisure time, prestigious architecture, carefully selected inherited and that we will transmit to future generations port heritage, cruise ships and sports crafts along docks, is a combination of nature and culture. Indeed, etc., are the main components of the programmes that promoting sustainable development means to focus are currently worked out with more or less functional on six different interlinked dimensions (Nijkamp et al., mix. The unquestionable charm of images contributes 1993; Fusco Girard et al., 2003): to make port towns trendy. Nevertheless, it is necessary 40 to evaluate also the real impact on urban dynamics. Furthermore, it is worth appreciating the less sensational initiatives addressed to citizens or those carried out in less evident sectors which contribute to the success and “sustainability” of the planned developments.

III–Sustainable development: a concept to be specified Many definitions of sustainable development have been introduced over the years; the most commonly cited one comes from the report Our Common Future, known also as the Brundtland Report (1987), which states that sustainable development is the development that “meets the needs of the present without compromising the ability of future generations to meet their own needs”. This definition, although commendable, is not operational but it shares at least two things in common

with most definitions of sustainable development: The six different dimensions of sustainable development 1. they are all anthropocentric, that is based only on human needs without taking into account the intrinsic value of nature; 2. they all speak of an ideal process or − The improvement of ecoware, that is of the quality of state. Based on these two observations, one operational the natural/built environment by means of urban definition of sustainability is a “socio-ecological ecological management, reducing the consumption process characterized by ideal-seeking behaviour”. The of energy, materials, etc. In this regard, environmental SUDEST Introduction

efficiency should be significantly improved. Planning capital is the basic ingredient of civil society. The ecoware means, above all, attempting to safeguard a stronger civil society grows, the more effective are territory providing ecological support to the city, its urban institutions. extensive enough to sustain the functioning of its − The improvement of software, including not economic system. It also means identifying the only business skills, professional know-how and most sustainable form for the use of a very scarce innovation, but also a cultural mindset and the resource such as the territory. immaterial energy necessary for urban development. − The improvement of hardware, that is of systems of The challenge of improving urban software means transport and housing, of communications and man- first and foremost improving entrepreneurship and made capital. Hardware includes the infrastructure professional skills: there is a need for excellence system and mobility systems, equipment and built in know-how to sustain continuous innovation. stock and it is relevant in order to make the city The culture of sustainability opens to multiple more eco-efficient (reducing the urban ecological dimensions of life. It attempts to strike a balance footprint) and more equitable (reducing accessibility between instrumental and intrinsic values, between differentials). The rehabilitation of the built stock for present and future generations, between private social, cultural, and above all, residential purposes is interests and the general interest. The culture another important line of action. of sustainability means becoming aware of the − The improvement of finware, that is of the “complex social value” of resources (Fusco Girard organization of financial support systems (loans and Njikamp, 1997) and not only of their market and capital) integrating those already existing to value. It also entails awareness of the fact that combine economies of scale with purpose-oriented there is a common heritage of resources (natural, economies (productivity, quality, diversity). Cities environmental, cultural, etc.) available to all, which need new resources to implement any sustainable cannot be appropriated for individual purposes development strategy. Naturally, development is without damaging the rights of other human beings. first and foremost dependent on upgrading the The culture of sustainability is the culture of co- urban economy, which in turn requires scientific evolution, co-existence, coordination, cooperation, and technological innovation centres, development of developing the capacity to live together. 41 incubators, etc., as well as local tax reforms for greater effectiveness. The sustainable development dimensions offer a general − The improvement of orgware, i.e. the set of framework for a new project of city. Globalization, institutions for the organization of human life in which has been the engine of change over the last the city to promote communication, coordination decade, has been matched by an inverse process of and capacity for cooperative actions. The city is a decentralization which has seen the cities as leading complex system, whose government requires a players. The cities are becoming increasingly aware of systemic approach, through the improvement of their role as real “agents of change” starting from the its institutional infrastructure. Institutions are the bottom-up approach for humanizing globalization, the rules to coordinate multiple, heterogeneous and localism, the cities and city networks, by strengthening conflicting interests and values, balancing them relations between public institutions, the market in order to promote general interest. Successful and the civic society. The “human” sustainable city cities are those which have adopted institutional produces new economic wealth in a more inclusive way arrangements targeting several fronts in an integrated by promoting integration among production, residence, manner. consumption, mobility and leisure time in a single vital − The improvement of civicware, that is of civil/social pulsing unit. infrastructure. Today, the challenge facing the The above remarks are particularly significant for community may be summarized as the challenge to the transformation processes of port towns, where reproduce social capital at a rate at least equal to the need is clear to promote the six dimensions of its rate of consumption. Social capital expresses the sustainability following to an integrated approach. In “relational environment”, which orients people in this sense, economic and financial issues related to port the direction of responsible choices, public spirit, activities and functions, the social dynamics connected general interest, common good and legality. Social to people flows and the changes in the urban fabric, Introduction SUDEST

the environmental criticalities strictly related to the is necessary to add a distinction of the port towns of SUDEST sea resource and the implications with other existing network based on their different sea location: resources, the characteristics of the built environment - Naples and Zarzis are located along the south focusing on the infrastructures and built material, are Mediterranean line; Istanbul along the east some of the elements to be taken into account when Mediterranean line; Porto along the Atlantic-European promoting sustainable strategies. Building sustainable line; and Le Havre along the northern line. As concerns transformation strategies implies, on the one hand, to Syracuse, the town is currently abandoning its function identify and analyze the specific characteristics of the of commercial port to specialize in the recreational and context and, on the other hand, to understand how cruise activities. to orientate the change towards a relation of balance between the various dimensions, where each of them After all, because of such an inhomogeneous sample, can play a fundamental role in synergy with the others. is there nothing to compare? First of all, it is worth stressing that the voluntary decision of port towns to create and encourage the SUDEST working group IV – Methodological classification implies that they all have the same feeling of belonging IVa –Is it impossible to compare the projects of to a common reality which can be the basis to exchange urban regeneration? The issue of the sustainable development of port questions and experiences. The idea of a possible towns is dealt with starting from the comparative comparison is, therefore, implicitly and collectively analysis of actions and projects of urban renovation validated, since the aim to be achieved is not to carried out in the places linking the town and the port, compare models according to their size. Furthermore, those places identified as “town-port interface” for it is necessary to recall the specificity of port towns in their relationship. comparison with continental towns; a specificity which The first problem is the possibility to compare the results from the number of studies carried out by towns which belong to SUDEST network, since they historians, geographers, sociologists, economists or by do not represent a homogeneous sample in terms of multidisciplinary organizations like AIVP (International urban and port reality. Association of towns and ports); a specificity which 42 can be shown as the result of history. On the other The criterion “population” identifies towns in 4 separate hand, there is no need to make reference to the myth categories: of origins: the period between the years of the crisis - a capital town, Istanbul, listed among the most of the urban port system and the current years of important European urban conglomerations (more adjustment to the globalization factors has encouraged than 10 million inhabitants); the approach of port towns to reflect together on - regional metropolises that are important at national common issues and, probably, to share a relative (Porto-Matosinhos) or European level (Naples) ; common fate. Hence, today, beyond the different urban - medium-sized towns, that are important at regional and port realities, the towns of SUDEST network are level, with more than 100.000 inhabitants (Syracuse, all involved in an ambitious project to reorganize the Livorno, Le Havre); sequences of the town-port interface; a project which - medium-sized towns with less than 100.000 inhabitants aims in a similar manner at giving life and strength to (Zarzis). all the economic, social, cultural components as well as to those relating to the identity of the group. Starting The criterion “port traffic” identifies towns in 3 separate from the comparison of these experiments carried out categories: from the extreme banks of the Mediterranean Sea to - a non-specialized and transnational main port the mouth of Senna river, it is a matter of identifying characterized by its size and extended hinterland: Le and understanding the conditions and modalities of Havre; implementation of specific regeneration projects, to - non-specialized ports that are important at national evaluate their preliminary results and to collect their level: Istanbul, Leixoes, Naples; fundamental lessons. - ports that are important at regional level, specialized IVb - Three thematic grids (Zarzis, Syracuse) and non specialized (Livorno). The analysis of the regeneration projects relating to the town- To the above distinctions based on demography and port traffic, it port interface was organized according to three specific parameters, SUDEST Introduction

collectively identified: - the second part focused on the characteristics of 1. physical and town-planning aspects of the the projects and actions of urban regeneration. The projects; issue taken into account were: time schedule, state of 2. the governance of the projects and the the works and possible delays in the performance of modalities of implementation; projects, their localization within the town, the goals 3. socio-economic and environmental aspects of pursued and the main choices of economic and urban urban regeneration. development achieved. These thematic classifications satisfy a methodological - the third part was devoted to the study of the technical need, because it is clear that these three dimensions modalities to implement projects, with particular interconnect and it is not always easy to isolate them attention to the town-planning tools used and the clearly. Each issue has been analyzed starting from strategies relating the management and development a specific table, organized in a rather wide and open of the project. manner so that it can be applied to a large number of - the fourth part dealt aimed at identifying the players of situations. It somehow corresponds to a guideline to the project and the characteristics of decision-making present the urban regeneration project/s of each port processes. The goal was to outline a general scheme of town, with the following main goals: the public and private parties involved and to make a - the knowledge of situations and the collection of data preliminary evaluation of the project management, allowing the comparison; trying to identify strengths and weaknesses. This first - the study and comparison of situations; approach to decision-making and managerial modalities, - the identification of innovative practices; fundamental to analyze the town-planning dimension - the performance of transverse analyses. of project, was later studied in detail by using a specific The data and the results of the comparative analysis thematic table. are the raw material of the document. Depending on the situation, they can be refined and enriched with b – Analysis grid relating to the economic and specific knowledge of the experts in the issue and by social aspects of urban regeneration complementary bibliographic research. Nevertheless, it The policies of urban regeneration do not involve is worth noticing that it was decided to use brand new only the material aspects of the town, but also the 43 data by preparing a summary of the experiences carried economic and social wellbeing of its citizens. It is in out “on the ground” in order to avoid a too generalized particular through those aspects relating to jobs and document. unemployment that these policies have an impact on local populations, although it is not the only way. It a – Analysis grid relating to the physical and town- is currently more conventional to evaluate this action planning aspects of urban regeneration from the standpoint of the production of buildings Focused on the physical characteristics of the places with a new infrastructure, plants and lodgings. But in of intervention and on the ambitions and practical the last twenty years, the creation of infrastructures was modalities of implementation of the projects, this usually justified with the boost and support given to the table aimed also at giving the elements necessary to activities to generate jobs. understand the context and what is at stake. We notice that, at the source, the evolution of labour It was organized into 4 parts: and the consequences of unemployment are often at - the first one relates the state of the places of the town- the origin of regeneration processes. In the industrial port interface in terms of number and surface of port period, the construction of new neighbourhoods sites, of distribution of the port function on the territory, was often accompanied by the creation of jobs. It is of spatial, environmental and landscape dysfunctions. also because of the unemployment rate that urban This identification of the physical and town-planning complexes of social habitat are identified as “sensitive characteristics was extended to the neighbourhoods neighbourhoods”. Everything occurs as if the sign of of port areas, by paying some attention to the kind of the necessary regeneration is launched by a high rate of relationship with the port, to the quality of the building unemployment. structures and public spaces, to the nature of the socio- When an industrial neighbourhood concentrates demographic dynamism and to the possible functional an excessively high rate of unemployed compared specializations. with the national or local average, it seems to have Introduction SUDEST

reached the end of its cycle. Hence, the destiny of system. Each section is focused on some key items these neighbourhoods seems to follow a common and a sub-set of detailed items, ranged into categories route rapidly leading from full employment to massive and referring to the management aspect of each urban unemployment, at a higher pace than predicted by regeneration process and to the relevant decision- town planners. But the construction of labour lodgings making system. did not end with the industrial period. The goal of With reference to the “Management Tools” we have the town policy is not to tackle the consequences of deemed it appropriate to explore all the different tools unemployment but to accompany or to anticipate the contributing to the decision-making model as a whole. need for new lodgings generated by new jobs and new Hence, we made a distinction between plan, programme social groups within the town. and project tools starting from the description of The reflection about urbanization in the last fifty years the type of funding they resorted to. And finally, a contributes to making the issue even more complicated. closing section has been introduced containing the Many studies agree about the idea of the urban roots of following: main expected results in the short, medium unemployment. The fragmentation of the space causes and long term; monitoring and ex-post assessment of a lack of connection between individuals and the work the effectiveness of the adopted management tools, places. Urban regeneration should not aim merely at with reference to appropriate sustainability indicators solving the consequences of these phenomena but also (environmental, social, economic and financial at starting a reflection about the functions of the town, sustainability). in order to avoid similar failures. This is necessarily a As to the “Decision-Making System” some key local economic and social policy. The infrastructures aspects have been highlighted. In particular, we created to boost regeneration can, at the same time, investigated: the key players in the decision-making isolate some neighbourhoods although they connect process, making a distinction between decision-makers, other areas to a global circulation. Without wanting to experts and stakeholders; the collection and building loosen these Gordian knots, the experience of SUDEST up of knowledge, both observed and participated; can be useful to try to reach a solution. the procedures and the tools adopted to build up a decision-making process; a sustainability evaluation, 44 c – Analysis grid of the political and management bringing to the fore the relevant goals and indicators as dimension of urban regeneration well as describing the techniques adopted to perform As regards the management dimension, the grid of impact analysis. thematic analysis has been conceived to highlight the most relevant issues concerning the management of the projects worked out by the cities and the related actions. In this perspective, the most significant aspects of the managing process have been analysed in order to single out the adopted tools and the action measures. Furthermore, the decision-making phases have been described and explained pinpointing players, procedures and main components. The properly filled grid has made it possible to complete and integrate the information collected through the physical and socio-economic grid, thus contributing to outline a complete summary for each project. In fact, the thematic grid has allowed an overall overview of the projects and a critical interpretation of their key aspects. At the same time, the grid has pinpointed potentials and criticalities on the basis of a well-structured knowledge of choices, processes and actions. The thematic grid has been divided into two main sections: 1. Management tools; 2. Decision-making artCITY I- PORT INTERFACE: PA TRANSITIONAL SPACE, MUTATING SPACES SUDEST Interface 1 – Beyond the appearances: some common Interlaced spatial configuration: features In the Mediterranean Sea, the port-city interface is greatly limited by the topography of the sites and is 1a – Distinct spatial configurations characterized, most of times, by an intricate spatial The observation of the spatial characteristics of the configuration. The mountainous slopes that flank the city–port interface allows us to become aware of the steep coastlines create situations of great compression great variety of possible configurations and, depending of the city on the port, and that doesn’t allow an easy on the case, of their extreme complexity. development of the port apparatus in a new site. So, the The notion of interface denotes the contact area modernization of that apparatus is carried out, most between two distinct elements. Applied to the urban often, through a continuous reutilization of existing and port areas, it defines the common boundary lands or, otherwise, through the construction offshore between two territories which are different by nature, by expropriation of earthworks, at the cost of large-scale subjected to specific, and sometimes contradictory, excavation works. So, the installations stretch along the logics, functioning and dynamics. So, conditioned coastline, spread, most of times, on a certain number of by the topography of the sites and influenced by sites of a relatively limited extent. In Syracuse, the port the evolutions of the city and the port, the port-city activities are located on two distinct sites, on both sides interface corresponds to a space in movement which of the peninsular sandbank. Also Naples presents a presents territorial characteristics which change during discontinuous port-city interface, though characterized the course of time. In order to describe and analyse it by compactness and plurality. In fact, the port structure we’ll turn to a specific vocabulary: we’ll use terms such is separated into four specialized sites. Such a sequence as “permeability”, “thickness”, “tension”, “breakage”, of interfacing zones and the shortage of lands available “antagonism”, “conflict” and “separation”. can lead to a mesh between urban and port functions, One of the most observable indexes of spatial complexity as can be seen in the eastern port area of the city. is, without any doubt, the territorial distribution of Istanbul illustrates this kind of a discontinuous the port site/sites which, to be more precise, can be spatial configuration in an extreme way, with the port combined with the area of the expropriated lands. functions scattered over six sites located on both banks 46 Thus, three levels of complexity can be established: of Bosphorus Strait, combined in one system; the port − simple spatial configuration: limited port area and apparatus becomes more complex if one takes into continuous spatial distribution. consideration the territory of the “Great Istanbul” and − interlaced spatial configuration: limited port area and the Sea of Marmara reaching the number of eleven discontinuous spatial distribution. port sites. − complex spatial configuration: vast port area and In such configurations of mesh and compression continuous or discontinuous spatial distribution. of variable intensity, the city-port interface not only recalls the notions of boundary, breakage or inclusion, Complex spatial configuration: but requires taking into consideration a process of Le Havre corresponds to a complex spatial configuration constructional gathering and thickening of such a which can generally be observed on the European density that the diverging logics of the port and of the coastlines overlooking the Atlantic Ocean and the city contributed to make dull and sterile. North Sea. The port apparatus follows a North-South orientation on the banks of the river’s mouth, which Naples : A complex city-port interface offer a great potential of development. It consists of Within the harbour system of the city of Naples, the main a system of basins, wet docks and embankments that physical characteristics of the city-port interface have been has been extended, through successive phases, in the defined thanks to a urban development which has gradually taken place during centuries. By the most ancient site, placed transformed mouth of the Seine (oil relay-harbour of in the S. Ferdinando district and identified in the Pizzofalcone Antifer in 1976; container terminal Port 2000 in 2006). area, the urban areas which are most directly related to the While the characteristics of the site allow the port to port have been articulated and widened until the 20th century adopt grand solutions of development, the city must with the extension of the eastern district of S. Giovanni a come to terms with a vast and massive port territory Teduccio. This historical stratification has led, up to now, to of 6.800 hectares, 800 of which constitute the interface define four different harbour sites for about 20 Km along while lacking in clear forms of “permeability”. the city coast, from La Pietra, placed between Bagnoli and SUDEST Interface

Pozzuoli, to Pietrarsa, a place closed to Portici: the integrated of the Bosporus in Istanbul. The port serves a hinterland port of Naples (from Vigliena to Molosiglio); 2. the tourist which is the most industrialized area of Turkey. It has a port of Sannazzaro, called Mergellina; 3. the small tourist great importance being a gateway to the world as the biggest port of Nisida; 4. the dismantled industrial port of Bagnoli. container port in Marmara Region. The Port of Haydarpasa In particular for what concerns the integrated port of Naples, only serves for bulk cargo. the considerable presence of monuments, characterized by Except above mentioned main ports there are also smaller the Palazzo Reale with the Teatro San Carlo, the Maschio ports in Istanbul too. The Port of Zeytinburnu (Zeyport) Angioino, the Galleria Umberto I, the Palazzo S. Giacomo, serves both for passengers and bulk cargo. TDI Istanbul contribute to define an area having a high building density Port (or now known as Galataport in Salipazari), only serves which does not allow, except under the lee of the port, the for passengers. Petrol Ofisi Cubuklu Association (POAS) in presence of public spaces and free areas. Its central position Cubuklu and Anadolu Yakasi Kumculari Quays in Kartal involves a remarkable variety of functions, including serve only for bulk cargo and Mobil Oil Serviburnu Quay in directional activities, trades, in the most eastern area, as Beykoz is for private usage. All these ports are operated by well as housing areas. Going along the port area, there is via private corporations. Marina, a big thoroughfare for urban and extra-urban town Additional to these ports there are smaller ship wharves used traffic, connecting the different port areas, having the task to for passenger transportation by Istanbul Municipality like connect the port itself and the city; along this street there are Yenikapi Wharf, Uskudar Wharf, Kadikoy wharf, etc. mostly offices and trades. In the Mergellina area, in a different way from the Simple spatial configuration monuments area, the port is not the central core for moving The situations of Porto, Matosinhos, Livorno and Zarzis, human resources, but it is its own natural extension. This in spite of the characteristics of the sites and the specific means that public spaces have their own connotation which is independent from the presence of the port and is features of the development of the port function, can characterized by several reception structures, for fun and be considered simple spatial configurations. spare time, in the areas closer to the port and by mainly In Porto, the narrow embankments of the Douro and residential and trade functions in the inner districts. the limitations of sailing conditions in the river mouth The Nisida oxbow represents the boundary between the area, have rapidly lead to the need for a total relocation Phlegraean area and the extension of the city of Naples. At of the port on new lands, in the prolongation of the the moment, it is a centre with military buildings and a juvenile ria, following a linear, continuous development. So, 47 prison and its sea-side is equipped with structures for the the port which gave its name to the city providing small port management (surveillance, vessels maintenance, her economic prestige now belongs to memory. The boats refuelling).. modern infrastructure, the port of Leixoes, opened Then, the Bagnoli district is an extremely heterogeneous and evolving reality. Re-qualification and the different in 1892, deals basically with the suburban town of urban retrieval projects in progress, following the I.L.V.A. Matosinhos. In fact, though the commercial port divestment, include interventions not only for the area is distinctly separated from the town by means of a regarding the port but also for the whole district, which will fence, the interface presents points of permeability benefit from the realisation of a new channel port. Sea-coast between the activities of the port and those of the city, reclamation, the creation of big open spaces and industrial particularly in the sector devoted to fishing. areas reclamation are scheduled. An example of all this, It’s possible to observe a similar extension of the port which has already been realised, is the Città della Scienza, area, made possible by the amount of land available an important experimental museum which was built in the and their morphologic characteristics, in Livorno and dismantled factory warehouses in Coroglio. Zarzis. In the Tuscan city the port-city interface takes very widespread forms, if not positively picturesque, in Istanbul port system the most central area, where a large canal works its way Being a sea city, there are too many ports, quays and wharves in Istanbul. In general there are two main ports. Ambarli into the historic urban fabric. Port Complex is located on the North shores of the Sea of Thus, in those different situations, the contact line Marmara. There are two main regions and 10 main parts between the city and the port offers some opportunities inside Ambarli Port Complex. (Akcansa Port, Ambarli of permeability. Storage Establishment, Anadolu Cements Establishment, Kumport, Marport, etc). Inside the port complex there are Zarzis: a port development based on a free trade area ports used for private usage. Some ports are only for bulk The commercial port of Zarzis represents a very important cargo and some ports are both passengers and bulk cargo. economic engine for the city and the whole South-East The port of Haydarpasa is situated on the Anatolian side region. Its current development is strictly connected to the Interface SUDEST

activity of the new free trade area adjoining the city. As a specific spatial impact, the disused area has a The actions of promotion so far undertaken are oriented to specific shape and outline. The lands and the buildings the use of the port of Zarzis as a base for oil provisioning, of which it is made, present very different quality levels. storage and final packing of some products. The former In cities heavily conditioned by the local topography, implies the creation of a free trade port and consequently the disused areas can maintain an organic connection the integration of the port with the free trade area. The latter, with the adjacent urban fabric. Such a situation can more bound to activities regarding trade and services, will benefit from the presence of the port that will be able to be observed in Naples in all the urban-port sectors retain its status of autonomous commercial port. that are being transformed. The same situation can be To face the uncertainty that surrounds the final vocation of strongly perceived in Porto, where the streets coming the free trade area, two planning options are currently being down from the city “naturally” lead to the Douro banks. studied: The shortage of space and the organic relationships − the first one is related to the development of the free between urban quarters and port spaces destined to a trade area outside the port boundaries, laying on a 35- new function, are also perceivable in the historic sectors hectares area, allows to free a usable area of 28 hectares; of Livorno, Syracuse and Istanbul. − the second one, which represents the top option, proposes Those evaluations should be modulated according the collocation of a free trade port to be developed on a to how widely and how deeply the disused area is 78-hectares area capable to supply a usable area of about 60 hectares. integrated into the urban fabric. As a matter of fact, at The study for the free trade area of Zarzis implies the Bagnoli-Coroglio, in the western area of Naples, the estimation of the infrastructural networks requirements dismantling of the Italsider iron and steel production needed for its activation. That lead to the conclusion that it's unit caused the formation of a vast disused area of necessary to make the area more accessible and connected over 200 hectares leading to the need of recomposing to road axes, and so by the realization of suburban bypasses. a major “piece” of that territory. In such a sense the Moreover, it is indispensable to consolidate the main power situation is similar to what can be observed in Le Havre supply network. – and, more generally, in North European cities – where the disused port areas massively develop themselves in 1b – A same register of inefficiencies earthworks, wet docks and other basins built ex nihilo 48 An interface dotted with disused port areas (out of nothing). So, the city-port interface of Le The port-city interfaces of the cities belonging to the Havre stretches South of the city on a very composite, SUDEST network present a number of common and with sometimes brutal characteristics, structure features, between which the presence of largely of about 800 hectares. In those situations, although underutilized, if not even definitively abandoned from situated very close to the city centre, the artificial nature their original function, port and industrial spaces, stands of the lands didn’t create a deep mesh between the out. urban fabrics and the port territory. Therefore, for both The term “disused area”, that indicates abandoned Vauban docks in Le Havre and Italsider site in Naples, lands and industrial facilities due to the decline or priorities will lead to their articulation and their linking the dislocation of an activity, recalls very different to the city. situations (Rodrigues-Malta, 2005). In fact, the meaning For the whole of the cities of SUDEST working can considerably vary as a function of the soil’s surface, group the disused port and industrial areas constitute of the more or less strategic location (city centre or anyway highly important “opportunities” to upgrade suburbia) related to the urban areas, as a function of and develop the port-city interface. However, a clear the nature of the disused activity but also of the urban distinction should be made between situations: dynamics, which are fit for transforming them over a − those where the port has definitively cleared its longer or shorter period of time. Note that the meaning original site as in Porto, or those where it gives a of the term’s highly depends also on the representation new orientation to its whole activity turning itself and on the appraisal of the use value that the owners to yachting as in Syracuse; or the managers will obtain. Thus, in Le Havre, the − those where the city - port sequences present a situation at the fringe of a changing urban quarter disused area that still takes part in the general justifies ceding to the city the 22 hectares of the Vauban economy of a working, if not expanding, port - as in site by the port authority. Naples, Livorno, Matosinhos, Istanbul, Zarzis and Le Havre, creating, indeed, possible conflicts SUDEST Interface

of use between urban and port moving forces. the inventory to include landscape and environmental The term “regeneration” will therefore have a different qualities of the sites. meaning according to the situations and to the projects. As the case may be, and often in a cumulative way, it Livorno: urban landscape will be synonymous of a reconciliation between the city The complexity of the city port can not set aside its own and the modern port function, of a strengthening of peculiar landscape the urban and metropolitan functions, synonymous of The city port landscape combines at least three constants: the natural coastal landscape, the industrial landscape, functional, symbolic and landscape reconquest… the urban landscape. Loosing the quality of one of these landscapes means to negatively affect the others. “The lack A symbolic heritage and an identity to enhance of effective interventions for landscape insertion in the port The task of recognizing disused areas’ shapes and area of Livorno contributes to the decay of the urban limit outlines is succeeded by the inventorying of the landscape” (the part in quotation marks is taken from the abandoned structures which are integral parts of them. Piano di Indirizzo Territoriale of the Tuscany Region which So, the port spaces concentrate a complex collection is currently being approved). of infrastructures, buildings, plants and facilities: storehouses and laboratories, stretches of water and Naples: Creating an inventory of the harbour and high engineering works, dry docks, maritime stations industrial heritage The obligation, imposed by the legislator of the Italian with related services, fortified buildings, old hydraulic ports, to endow themselves with a Port Plan elaborated and electric cranes. To those elements, which are in consultation with urban authorities instances, has lead nowadays given a heritage value, less eligible objects in numerous Port Authorities to analyse in depth the physical terms of upgrading and reuse are added such as sheds, and functional characteristics of their territory. In Naples, in ramshackle warehouses, long disused shelters and out- 1998, the Port Authority has entrusted the Agenzia per la ricerca of-order railways. In some cities, as Naples, Syracuse, e la produzione avanzata (ARPA – Agency for the Research and Porto or Livorno, since the urban and port fabrics the Advanced Production) of the “Federico II” University have been meshed for ages, the inventory job must of Naples to undertake research aimed to make a diagnosis be carried out outside the port boundaries, too, so to of the state of the city-port relationships and to elaborate collect the traces left behind by this combination: port hypothesis of transformation. The elaboration of a reasoned 49 inventory of buildings and infrastructures represents one storehouses, depots, market places, etc. of the biggest contribution to the research. That way, the The Neapolitan example allows us to enrich that architectural, technical and landscape elements having a standard inventory, taking into consideration that the heritage value to be protected or enhanced according to the disused areas essentially developed themselves in the new Port Plan have been identified . great industrial and port areas located on both sides In Bagnoli, in 1992, the dismantling of the Italsider iron of the Gulf. The matter in this case is about taking a and steel production unit and the lands reclamation works census of industrial buildings, having different nature have been accompanied by a sensitive work of conservation regarding both their dimensions and the difficulty of the industrial memory of the places. The Infobox, a space in reusing them: blast furnaces, power station, oil dedicated to the exhibition and public consultation of refineries... on highly polluted soils. iconographic and cinematographic archives of the factory, has temporarily answered to the necessity of easing the Finally, it’s a matter of fact that the heritage value of social trauma and collectively endorses the significant role the city-port interface is not just limited to industrial of iron and steel and their workers in the city’s identity. The buildings. In a more subtle way, that value consists, in Associazione per l’archeologia industriale (Industrial Archaeology most cases, of historic “traces” that definitely influence Association), basically composed of historians of architecture, the organization of the urban fabric. In Le Havre, briskly devoted itself to realize an inventory of buildings and the urban - port sector which was developed in 19th facilities at ILVA. century and which escaped the World War II bombing, The Municipality of Naples, in agreement with the represents a guarantor of the “memory” of the ancient Department of Cultural Heritage, has listed the industrial city, which was completely destroyed. In the sequences archaeological heritage of the ex Italsider area and has characterized by the functions of the port and of heavy scheduled the retrieval of 16 particularly important industrial buildings and plants which are located in three different industry, as in the North sector of , in Matosinhos centres: Ambarli port in Istanbul or in the Bagnoli area in o the Federconsorzi, which is hosting the “Città della Naples, dealing with the heritage means extending Scienza”; Interface SUDEST

o the steel mill, which will host the “Città della musica”; In Naples, in the port-industrial zones East and o the buildings in the blast furnace area, in which the rich West of the city, the overall picture has reached in Italsider archives, now hosted in an industrial building the past, and sometimes still reaches, the threshold of on the beach to be demolished, will be established. unbearableness in terms of “liveability” and security, A museum on the work culture in Naples will be built around particularly when quarters with an already clearly the Italsider archives, while the other buildings of the blast unsatisfying quality of life in terms of habitat, public furnace area could become structures for the congress centre in Bagnoli, which includes spaces for exhibitions, different- spaces and urban structures, have directly dealt with sized board-rooms, technical structures for services and noxious settlements. assistance. This operation of retrieval is expected to cause the Bagnoli: essential work of land reclamation reutilisation of about 200.000 cubic metres of former The Coroglio-Bagnoli society, about 200ha, corresponds industrial buildings. to the one of the previous iron and steel plant in Bagnoli, The post industrial stage of this area is managed by the whose activity was managed for about one century (from Società di Trasformazione Urbana “Bagnolifutura” S.p.A, 1905, when it was created, to 1993, when the factory was which replaced the Italsider company in 2002. closed) by the Italsider society, a state-owned enterprise of the Iri group. Syracuse: The harbour area as world heritage From the UNESCO World Heritage List website: «[...] This city, founded in the 8th century (c. 734 B.C.) was, according to the Ancients, very large and extremely beautiful. Its central nucleus, today the island of Ortygia, controlled two natural ports which had already become famous in ancient times. The two ports are still identifiable today: Porto Piccolo to the east and Porto Grande to the west. [...] they have taken into consideration the historic and cultural features, on the one hand, and the town-planning and architectural characteristics on the other, which brought to state that Syracuse has no equivalent in the Western Mediterranean [...]». This, superb 50 yet heavy, evaluation of the whole city with its ports has brought citizens, stakeholders and decision-makers to pay a special attention to the site when discussing about the future and delicate goals of the two ports: due to the natural vocation as cultural and environmental tourism destination, a special Ports Directory Plan has been approved, aiming to The presence of industrial plants created environmental preserve the site specificity while encouraging a mix of both pollution problems even because of polluted soil which traditional and new activities: fishery, handicraft, hosting, covered the original soil with an average thickness ranging yachting, sailing and cruising. from 2 to 6 m. and in some points reaching 8m. This also caused the sea to silt up, changing the natural profile of Environmental deterioration and landscape alterations the coast over a 500 metres frontage, contributing to the The city-port interface, strongly modelled on economic landscape decay of this beautiful part of the Pozzuoli gulf. In addition to the reclamation of polluted land, the reclamation activities, concentrates several inefficiencies of an also includes the removal of the above-mentioned silting environmental nature: pollution of soil, of air and of up, the configuration of the original coastal profile and the waters, noise, congestion of the road traffic due to the revival of the pre-existing beach. flows of heavy vehicles going in and out the port. If in modern port areas it’s possible to see an intensification Environmental and landscape quality has also been of that situation, it gets exacerbated whereas the industry altered, in most cases, by the passage of major – port production units (refinery, petrochemical, naval transport infrastructures such as urban motorways or building and repairing, iron and steel, etc.) are located. railways. Indeed, the construction of dams and dikes In housing quarters situated at the fringe of the port, along the river has generally allowed their integration such decay weighs heavily on the quality of life, as ensuring a good linking of the port and the city to can be seen in Le Havre, Matosinhos, Livorno and their surrounding territories. It should be remembered Istanbul. that the land transport infrastructures, completed by SUDEST Interface

high engineering works, as can be seen in Le Havre Matosinhos this sector concentrates a huge number (Pont Rouge, Ponts V, VI, VII, VIII etc.), allowed the of restaurants specialized in sea products and the Gsar progressive extension of the space of the port and of Chela district in Zarzis, constitutes the fishermen and the industry and at the same time stimulated the urban port workers’ residential areas. expansion to suburbia. New possibilities have therefore This lack of specialization may be explained through been offered to the planners and, particularly, the the transfer of some production and service functions possibility of abandoning the original port site when close to the modern port areas; an example of this its regeneration or reconversion required excessive concerns the services offered to seamen who have investments. A chronological reading of the maps and often moved outside the city centre. It should also of the drawings allows us to see how little the shape of and most of all be connected to the phenomenon of the ports has evolved since the early 19th century, which internationalization regarding management functions, is the period when new means of land transport have financial functions, and to services for trade and been developed. logistics, which have led to these functions dislocating The characteristic of transport infrastructures can be and grouping in the largest international metropolises. relatively complex when they intimately merge with In Istanbul the concentration of services sector and the organization of the city, as shown by via Marina in trade activities close to theport areas is, for this reason, Naples or by the street that runs along the mouth of connected to the city’s rank as national capital and to its the Douro from Porto to Matosinhos. In any case position between Europe and lower Asia. they have a double status. They are felt by citizens as very disturbing components due to their strong visual, Zarzis: a city centre characterized by fishing activities ecological and spatial impact. That way, they create The city of Zarzis is developed along a thin sand beach transversal cleavages and they stand as uneasy-to-cross which is framed by average height cliffs in the north and in physical barriers. The situation can be taken to extreme, the west. On the southern side, close to the old port, there as in some North American (New York, Memphis, is the fishermen’s district, which can be recognized by heaps etc.), Japanese (Kobe, Osaka, etc.) or Mediterranean of “pitchers” used for octopus fishing and by low houses (Marseilles, Genoa) cities, which opted for the shadowed by palms . Here and there the dark nets, drying construction of elevated motorways. In spite of their in the wind, at the rhythm of a zephyr brought by the waves 51 crushing against rocks, retaining remnants of seaweed. numerous negative effects, it shouldn’t be forgotten In the shadow of the houses, crouched fishermen burnt by that the transport infrastructures are now part of the the sun, busy with nets patching and ravished by waves, by structuring of the territory of the urban agglomerate, folk chants and by the gurgle of red tea, heartily invite you to connecting and organizing the different sectors, share their frugal meals, often with a basis of fish. The rare offering good accessibility, channeling huge flows and villas in the humble district belong to fishing-boats owners, marking directions. The international experience in whose economic situation is more prosperous. matter of regeneration of the city-port interface shows that it is not possible to talk of elimination but just of Port districts in the city centres: a stratified and compact urban an attenuation of the spatial impact, of a modulation fabric of the “tunnel” effect and of a hierarchisation of the Central port districts always correspond almost different kinds of traffic they support. to the original site of the city; therefore, they are characterized by the richness of the architectural and 2 - Changing urban districts characterized by urban heritage. In Naples, the most historic districts negative social-economic indicators close to the commercial port (Mercato, Pendino, Porto, 2a – Urban districts with diversified function and San Ferdinando) are characterized by a high residential landscapes density and by a stratified and compact urban web, Lack of a strong functional specialization in the urban districts dotted with several monumental buildings. They are in connected to the port this way distinguished from the Chiaia and Posilippo Even if the historic urban fabric has been deeply shaped districts, further urban extensions on the coast line by port and industrial activities, research shows that (XVIII, XIX centuries and beginning of the XX), today this is rarely characterized by a strong functional which present a more marked residential vocation and specialization. Only districts connected to fishing a superior urban quality level: very well preserved, a areas seem to be characterized by a functional level. In relatively homogenous and airy urban web, public areas Interface SUDEST

which are sometimes of considerable dimensions (Park modernization, mixed with the citizens desire to live of the Villa Comunale), with a wide field of vision over in new peripheral districts, determines a considerable the sea. decline of the historical centre, resulting in a high In Porto, the districts connected to the port correspond percentage of decayed and unhealthy buildings, a high to a stratified and dense urban fabric, constituted level of empty flats and a remarkable weakening of the between the XIII and the XX century. The consequence commercial structure. Today, Porto historical centre is a dense and rich architectural and urban landscape. concentrates a population which has been made fragile High, narrow and coloured buildings are part of a from a social point of view or is even marginalized complex monumental apparatus, whose historical stages and is characterized by some important negative social are characterized by Roman, Gothic, classic realizations and economic indicators: unemployment, low level of and by cast iron architecture. It is necessary to make professional qualification, as well as a demographic some distinctions among the districts which have structure characterized by a high percentage of old already been subjected to actions of considerable urban people. regeneration: to the western side of the Luis I bridge, building regeneration and public areas have contributed Urban and port districts in the peripheries of the city-centre to a remarkable improvement of the quality of life; on At the margins of the city-centre, the districts alongside the contrary, on the eastern side, the urban web still the modern port area, often present very similar presents considerable environmental and landscape characteristics to those that it is possible to find in dysfunctions. the “peripheral districts in crisis” of the European In Istanbul, in the centre, the Galata and Karaköy cities. Ancient districts with a working and industrial districts, connected to the port, are characterized tradition like San Giovanni a Teduccio in Naples or by urban web density too and concentrate an urban urban plant for tenements like the des Neiges district in and architecture heritage of primary importance. On Le Havre, combine old buildings and general decay the Asian side, the Haydarpasa sector, which has a of the built areas with a high number of indices of considerable residential vocation, presents important social and economic precariousness : environment fragments of the XIX century architecture heritage (the and deterioration of public spaces, mediocrity of the 52 railway station of Haydarpasa, which is the departure public transport service, insecurity, a high percentage station for the railway line to Baghdad). of unemployed and of employed without professional As a general rule, all central urban districts connected qualification, immigrants etc. These districts are today to the port suffer from, with different intensity, a being considered as exclusion and ghettoization districts, phenomenon of decay in the built area, and sometimes the situation sometimes is even more delicate when, even from dynamics of impoverishment. This situation, in addition to this long disadvantages list, problems which is well-known in Syracuse, Naples and Porto, connected to industrial and port areas and consequent certainly constitutes one of the main characteristics environmental dysfunctions overlap. of port cities centre. As a matter of fact, it is possible to observe that, in most cases, in spite of municipal In Le Havre, the city-port interface is made up by administrations efforts to develop qualified urban 6 different districts: Saint Nicolas, Brindeau, Vallée functions and start with regeneration process within Béreult, Champs Barets, Cité Chauvin, Les Neiges. districts, there is a sort of resistance within historic There is a high percentage of tenements with 3.400 centres to changes and the tendency to maintain a units out of a total amount assessed as 7.000. Districts popular centrality. In Mediterranean cities it is possible present a strong functional mix, as residential areas are to observe how these districts, which have always been included in an active industrial and commercial web characterized by travellers in transit and by a strong having 1.400 companies. However, the situation of these intensity of urban life, constitute thepassage-ways and districts is paradoxical, if one takes into consideration reception of immigrants (Bertoncello B., Bredeloup S., that, in spite of the economic vivacity of the area which 2004). concentrate 16.000 job positions (that is to say the 16% The situation of Porto historical centre, subjected of the total number), social and economical indicators to a considerable phenomenon of desertification, are alarming: the unemployment rate of 33%, current is therefore relatively atypical. The lack of urban impoverishment and ghettoization dynamics for 34,4% policies aiming to lead and encourage the necessary of the population which is provided for with social SUDEST Interface

grants, negative health indexes etc. Beyond experiencing in Bagnoli where, for more than a century, the iron the same precarious condition, the districts of the city and steel unit and the district formed one single thing: – port interface present some peculiarities effecting Bagnoli was Italsider (Persico, 2002). the planned regeneration actions. The Saint-Nicolas If compared to the previous situations, the Matosinhos district, close to the most central part of the city core, districts connected to the port seem to present just the concentrates the historical heritage of the city, made up dysfunctions connected to port activities. Developed both by residential buildings that escaped the bombings between 1946 and 1990 they can therefore be considered and port and industrial “monuments” inherited from as a recent urban extension. While the north and south the XIX century. Included within conversion projects sectors are characterized by a high residential density, of the “waterfront”, it benefits from positive urban the eastern sector is characterized by several green dynamics, such as significant regeneration of buildings areas. and public areas. The “des Neiges” district, a urban island owned by the port, and accessible only across 2b– Negative social and economic indicators two bridges, presents a more delicate situation. This Unemployment rate: basis and conceptual frame sector, essentially made up by social residences in The unemployment rate is among the indicators which decay, having a second-rate architectural quality, shows should measure negative dynamics of the urban – port traces of the considerable social isolation and pollution system. It does not correspond to the mere “corollary” created by nearby port and industrial activities. Giving of the employment rate. A reduction in unemployment this district dynamism therefore includes ensuring that should be expected following the creation of job interventions on physical and social components are positions or a rise in unemployment following the loss accompanied by urgent actions to improve transport of job positions, but it does not always work in this and environmental conditions. From such a point of way. The two variables can evolve according to the view, its requalification could not be achieved through same direction as the determining factors are different. a sectorial approach, which is strictly subjected to In this way it is possible to note: orientations at the built-up area level. – The simultaneous rise in employment and unemployment, which is usually interpreted as the In Naples too the districts of Bagnoli and S. Giovanni a index of a disconnection of an increasing part of the 53 Teduccio, respectively located in the western and eastern population. It is usually accompanied by an increase of margins of the city centre, are characterized by the “not satisfied job offers” as it was possible to observe presence of industrial and port activities. The popular in Le Havre (Le Marchand, 2002). The reasons for this San Giovanni district, enclosed between the industrial disconnection may be different: unfit qualifications, area and the port, between the highway axes and the spatial inclusion, isolation and discrimination. In such railway station, stretches towards the sea as a compact a case it is possible to speak of “social inclusion”. In ribbon. The urban fabric, which became denser during similar conditions it is possible to take into consideration the XX century following the pace of the industrial training policies, on the basis of indications given by job development, still presents a country atmosphere, searches. However, the activation of policies to fight particularly around the Madre di San Giovanni church. against the different forms of exclusion is necessary. However, these qualities must be compared to the very Urban regeneration actions can hope to reduce “de- high level decay of buildings and public areas, to the fragmentation” of the city. Otherwise, the risk of a rise deep social discomfort and the presence of hard crime. in urban segregation will almost be certain. To this negative list it should also be added the presence – The simultaneous reduction in employment and of several abandoned areas and dangerous industrial unemployment is more unusual and can be observed settlements around residential areas. It was in such a way in a longer period of time. It can be explained by a that during the eighties the explosion of an oil refinery part of the population leaving for more interesting has brought to the fore the environmental problem regions and by people going out of the market as, being which still waits to be discussed even if reorganization discouraged, they do not look for a job. This situation is projects of the rich industrial heritage (the Cirio canned as dangerous as the former one for a city and it allows us food, the Vigliena powerhouse, the Corradini factory, to understand that a reduction in unemployment does etc.) are being realised or being studied. The relation not represent a sufficient condition for urban renewal. between city, industry and port is even more delicate – A relatively high unemployment rate can be explained Interface SUDEST

through elements which are not a part of the official the national situation and the regional structure have labour market. Obviously, we find the informal economy, essential roles in comparison with the level of local as in Naples but such a result can be explained by rates. These differences are also due to the ways in other “outside of the market” factors (Martin, 1997; which unemployment can be defined and measured as Partridge, Rickman, 1997) such as for example the very often there are different calculation systems in the migratory flows generated by the good “reputation” of different countries. However, this indicator can be used the city. The evolution of a district population is actually in a relative way according to the country or region of explained only through these national and international residence. It is a good thing that comments regarding flows. Therefore, eventually, the unemployment rate of absolute levels should be taken with care. a district may not be representative of a local economic As a consequence, it has been decided to proceed, in dynamics. the first place, by comparing the relative margin. In The analyses we have observed allow us to understand respect, it should be noted that in Italy the margin some consequences deriving from urban actions and in relation to the national level is an ambiguous accommodation policies, for what concerns the fight information: the differences between North, Centre against unemployment. In order to understand the and South are such that the national average does original reasons for spatial inclusion situations, these not have much sense. In a previous research (IRSIT, questions are essential. Analyses give the responsibility 2004) data for 75 European port cities during the first to spatial inclusion more frequently in peripheral built- quarter of 2001 have been collected. The examination up areas than in the ancient built-up areas located in of unemployment rates of those port cities allows us the “old industrial districts”. Actually, the de-centralised to see that a specific effect of the “port basis” did not habitat, on the boundary or outside the city, has often exist on local markets performances of work. A lot of constituted a real “unemployment trap”. Those who city ports having an unemployment rate superior to the have lost their jobs can not sell or abandon their goods average of their own country are in this way recorded, to emigrate and moreover the city centre renewal as well as those having an unemployment rate inferior can make their difficulties get worst. It could even be to the same average. City ports do not mechanically difficult for them to find a job in the city if the district have unemployment problems as it was thought some 54 is not properly reached by public transport and it is years ago. City ports unemployment is not a constant, located far from the new employment areas. Actually, even with job intermittence and the ordinary industry in order for urban renewal to have positive effects on difficulties. This is a valuable aspect as it underlines the these situations, it is necessary to aim for an increase importance of local “governance”. In fact, if there is a in people mobility. Mobility in a spatial sense, that is to range effect in one way, in the other we can observe that say, breaking with isolation, improving public transport this is not always true: not all the cities of the North service or even making it easier to buy cars, but also range are without an employment problem (Le Havre) mobility in a social sense, that is to say, overcoming non while some cities of the South range (Livorno) are in a material barriers (discrimination) in particular as far as better situation than others. jobs are concerned. Therefore, a successful intervention Some of this information can be found, as it could articulates accessibility, competencies evolution for be imagined, in the model constituted by the cities of “employment” and “integration” in a wide, cultural and SUDEST. Zarzis and Livorno are, among the cities of cognitive sense in the city. The question of the city and this system, the only two cities which do not have an the territory “shared representations” has an immaterial unemployment rate superior to the national average. but essential role in these processes, in the sense that We can also observe that a certain number of cities the inhabitants should imagine the city in a different have seen their situation improving, such as Naples, way and, in exchange, they should find a place in the Istanbul, and Le Havre. We could say that these cities map of social relationships. are in a better situation but still suffer from structural handicaps concerning employment. From a certain Differences in comparison with national rate: the situation of the point of view, unemployment in part explains … cities of the SUDEST system unemployment. It is the result of a disjunction from We know that a lot of differences observed among the labour market linked to a loss in qualification and unemployment rates are due to national (Lemarchand, income as a consequence of a previous crisis or of a 2002) or regional rather than local effects. In fact, more distant past, or even of a secular history (Naples, SUDEST Interface

Syracuse). Porto presents a different case; after a long period of improvement, the labour market is again in decay. When this negative fluctuation concerns relatively new and well connected districts it can be the result of circumstances, more than a structural effect. If we sharpen our analysis by observing the districts interested by the projects presented, the situation changes once again. If in the case of Le Havre, Porto, and Syracuse these districts have an unemployment rate superior to the rest of the city, it is different for Istanbul, Naples (except for San Giovanni) and Zarzis. This division leads to several observations. These districts are not close to the port area any more. In the case of Naples, the districts which are stricken by unemployment are the most distant ones from the coast, except for San Giovanni which is surrounded by industrial plants. After all, being close to the port and to the historical centre seems in part to be a protection against unemployment! Concerning Le Havre and Porto it is the contrary. In these last two cities, which are both the two most important sites for container traffic, the apparent paradox is that port districts are in relative difficulty. Moreover, concerning the situation in the city centres, Porto is in an unusual situation within Europe as it faces the problem of depopulation in its own historical core. 55 The case of Syracuse is different too as the unemployment rate was reduced following a change towards tourism and residential economy. For this city, urban requalification is a global requalification process, in the sense that population has to invest in new activity sectors. In such a case, reconversion is a process implying social and physical population mobility. In Zarzis it is taking a different shape, as it is a port and industrial development project, planned by a central authority. In a way, in Syracuse and Zarzis, urban renewal is passing in the opposite trend concerning the division of labour within the Mediterranean. artieHANGING THEII CITY – PORT PC INTERFACE : BY STARTING FROM THE IDEA OF IMPORTANT URBAN PROJECTS SUDEST Changing

I – City – port interface as convergence line of urban and territorial dynamics

City Number of projects Project titles Location Naples 5 different projects Municipio Station central Requalification of Via Marina central towards East PIAU Mergellina central West part PIAU S. Giovanni a Teduccio peri-central East Regeneration area of Coroglio Bagnoli West zone Syracuse 2 different projects Requalification of Porto Grande basins central Requalification of Porto Piccolo basins central Livorno 1 global project PIAU Ports and stations central towards North Istanbul 3 different projects Haydarpasa Port central Galata Port central Le Havre 1 global project Reclaiming the Town/Port interface project peri-central towards East Zarzis 1 global project Reclaiming and organization of the centre of Zarzis central Porto 1 projet : The Riverfront of Porto´s Priority Intervention Zone: peri-central 57 (2 complementary) a. The rehabilitation of Douro banks; central and peri-central b. The renewal of Cantareira Platform centrale Matosinhos 4 different projects Socialising spaces within the port of Leixoes peri-central Logistic platform – a source of regional development central BY STARTING FROM THE IDEA OF IMPORTANT URBAN PROJECTS Regeneration of port front and seafront central/peri-central Urban Park of “Vale do Leçà” peripheral Changing SUDEST

2–Renewal of the city-port interface: between to a work of deep requalification, including some projects as a whole and specific actions significant actions regarding life style (habitat, public 2a – The same formulation for metropolitan areas, urban services) and to a rich qualified planning of projects structures. The “city-port” project is, moreover, being The practice of urban renewal has undoubtedly carried out simultaneously with the interventions made encouraged the appearance of policies concerning cities to the city centre (valorisation of the XX century urban construction on the “urban projects” formulation. The heritage and beach settlement). key word for contemporary European city-planning, In Porto, requalification actions of the Douro banks the “urban project” is indicating another approach to are equally performed within the ambitious project of “make the city”. The urban project is intended as a revitalization of the whole city centre. The Waterfront break with the rules of functionalist city-planning and renewal, in which mostly leisure facilities have been its linear and deductive action model prevailed until the developed, including a considerable number of hotels 80s. The process defined as “urban project” in such and restaurants, is in this way performed together with a way opposes plans abstraction, organic schemes, interventions for accommodation and trade in the indexes and other technical approaches, favouring old city. At the built-up area level, Douro banks and the production of concrete objects and the basis for the littoral line are the “back-bone” on which new desirable and possible evolution according to the metropolitan centralities are focused. In such a way, in context characteristics. The project shape (urban design), Matosinhos, the South dock sector is today assigned the urban project often designates a city project (urban to host a new seaside resort, cultural facilities and a planning), that is to say a collective mobilisation under university research centre connected to sea activities. As the aegis of public authorities, for the definition of a a consequence, there is an offer of leisure facilities and political action aiming at the new social and economic public area, through the improvement of the existing development of a city or a part of a city. The urban bathing areas and the creation of a wide urban park in project refers in this way to practices and different the Leçà valley. cases. All the cities of the SUDEST system are today equally In Zarzis, both port and city projects are articulated 58 engaged in the elaboration of urban projects aiming not according to an overall vision. The intention is to guide only to renew the sectors of the city in decline but also port developments through a combined consolidation/ to boost new metropolitan dynamics. The comparison extension action of the urban centrality. The goal of of these projects allows the identification of 2 main the interventions is also to revive the attraction of the types of approach: city at the regional level through a new offer of services - actions performed in a project as a whole, aiming to and equipments. renew a big part of the city (Le Havre, Zarzis, Livorno, Diversified actions managed on metropolitan scale Port, Matosinhos). - diversified actions performed in circumscribed In Naples the municipal administration chose to perimeters, distributed without spatial continuity on reorganise the city by dividing the territory into big the city-port interface, but carried out within a scheme sectors. The urban planning scheme (General town- which is coherent on a metropolitan scale (Naples, planning scheme) therefore derives from an approach Istanbul) and on a urban scale (Syracuse). by different sectorial “variants”: “historic centre and east area”, “north-west area”, “west area”. At the end of this separation, the city-port interface is subdivided Actions carried out in a project as a wholeIn in many specific sectors as well as in many structuring Le Havre, the huge number of actions planned on the urban projects. 4 types of intervention have been city-port interface allows the identification of this one currently programmed or are in progress: as real hotbed of projects and as a convergence point - creation of the underground station “Piazza of the new urban dynamics. The intention is, first of Municipio” along the central and monumental city-port all, to produce a balanced city among Southern districts sequence (in progress) concentrating dysfunctions, and the rest of the city. - renovation of the tramline central-eastern section Designed as a key sector of an ambitious metropolitan extending to Via Marina (in progress) project, the city-port interface is at the moment subjected - development of sea/land intermodal connections in SUDEST Changing

matter of public transports and urban redevelopment sequences of urban-port interface. They enter relatively for the sectors of Mergellina and S. Giovanni a Teduccio small, circumscribed perimeters which have very close (in project) relationships with historic centres. - reconversion of 200 ha for the industrial-port area We wish to point out that projects conducted in Bagnoli-Coroglio in a new urban district (in progress and the historic centre can be thought of in terms of planned). This intervention is different from previous interdependence from those carried out in the areas interventions and, more generally, from those carried surrounding the centre. So, they are proposed as the out from other cities of SUDEST network because it same starting points for dynamics which could imply or is not carried on in an inhabited territory, but in a large ensure positive effects in the most peripheral sectors. area completely deprived of its primary functions. The intervention is then closer to an operation of urban In Naples, in the phase currently being carried out, the creation ex nihilo rather then to an operation of urban tramway redevelopment project in Via Marina concerns reassembling. particularly the functioning of the most central city Concerning Naples but also Syracuse, where two centre area and is combined with the creation of the different city-port projects are currently planned (Porto new underground station “Piazza Municipio”. However, Piccolo; Porto Grande), remember that the problem of this carrying out contributes not only to actively valorise the city-port relationships is absorbed in the wider one the historic-monumental area, but it is also an essential of the city, i.e. its coastline relationship. connecting elements with the development projects for the university pole and the urban park in the eastern Between urban development and port development: possible industrial area. competition In Le Havre, the reconquest of the city-port interface The projects for regenerating the city-port interface starts equally from the city centre boundaries and extends are often based on the postulate of a definitive clearing from East to West. For this reason, the redevelopment of some port areas of their primary activities. In the of the station district and the re-conversion of Vauban current context of great sea traffic increase, it is however Docks share the same attempt to extend the positive possible that situations evolve and lead to review of the urban dynamics of the city centre to districts facing the initial intents. So in Naples, in the eastern industrial-port most difficult urban and socioeconomic situations. 59 area, the closing of oil refineries cause the connected activities to be displaced. 200 ha expropriated lands In Porto and in Matosinhos projects conducted on will at the end, be cleared, lands to which a series of the Douro shore and the port area of Leixoes are, old industrial plants are added. The removal of the oil also here, as many promotional slogans to start an related functions gives the municipality the opportunity area regeneration on a large scale, from the city centre to plan a large urban park and to develop a high-tech to the most peripheral extents. In real terms, efforts production area in a degraded and pauperized urban are concentrated on the fluidity of transitions of the sector. However, these urban projects are today heavily different projects, in particular a redevelopment of hindered by container terminal and free-trade zone circulation on the panoramic road (flow hierarchization, projects that are developed by the port. private transports, equipped walks, etc.) and paying high In Le Havre, in a different way, the urban-port attention to the connection between urban spaces. reorganization projects carried out that are nearer the modern port, must equally comes to terms with the Project timing preservation or even the affirmation of some port The timing for setting up and carrying out urban-port functions. This occurs for example for the storage regeneration projects is quite variable. and repair functions of empty containers, which today Projects developed on the central sequences of city- develop and spread. port interface are usually conducted in the short-term. So, in Syracuse, the redevelopment of port docks must 2b – Project localization and times be carried out between mid 2006 and mid 2009. This Projects localized on the most central city-port sequences, project implementation time, however, must be compared with networking the specific actions conducted in districts connected In matter of localization the most ambitious, high- to the port; in fact it does not take into account the visibility projects are conducted in the most central necessary and always unpredictable time for spreading Changing SUDEST

induced effects in terms of urban dynamics. In the In Le Havre the global regeneration project for same way, the setting up of the tramway redevelopment the city-port interface is conducted on a very long project in Via Marina in Naples is today at an advanced term (2000/2020) and is on a time scale that can be stage (phase 1 in 2005 and phase 2 in 2006). However, observed in the most exemplary European cases also in this case the resetting of the urban dynamics (London, Rotterdam, Bilbao, etc.). The long-term scale for the urban-port districts and the sector surrounding projection is that of a European metropolis, endowed the eastern industrial area centre is waiting for on the with an excellent level of urban furniture and leisure middle/long term. time facilities, associated with a top ranking port. The It is possible to observe that the short-term timing setting up of the global project passes through the concerns most of times the production of a “finished production of images of a moving city, the working urban project”, such as a major multifunctional plant out of an ambitious urban project for reconverting connected to the creation of new public areas, if any. the South districts (City-Port project) combined with The new sea terminals in Matosinhos (in progress), the valorisation and promotion of Auguste Perret’s Syracuse (in progress) or Livorno (in project) are the architecture. Also the city project of Zarzis carried most current examples. These projects, often carried on in 1999-2009 is based on the economic component out within a public/private partnership, use the “quick” of the port and free zone. The aim is to empower times of the enterprise and business world by aiming to centrality by increasing the urban fabric density and optimize the costs/implementation relationship. annexing a 75 ha area between the fishing port and the When project planning occurs within a great city centre. Even in this case the global project relies international event, the short term can be a synonym on the construction of a city image, that is a city with a of urgency. The event usually allows a maximum urban certain influence on the Mediterraneans eastern shore. time compression and creates a high mobilisation Compared with the two previous projects, the time of local participants, a massive inflow of public and scenery for the re-conversion project of the Coroglio- private investments, a higher elasticity introduced Bagnoli area in Naples, whose completion is planned within the decision-making process and the modes for for 2011, seems to be not so much realistic in this adopting projects (Rodrigues-Malta, 2004). In 2001, context. In fact, while the matter is to recreate a piece of 60 in Porto, the manifestation Porto, European Capital for city, the land reclamation is always in progress, images culture has played the role of catalyzing for conceiving produced often contradict each other, and planning and carrying out projects on the waterfront: creation of is still unspecified. Here, the repeated sensational an urban park connected with beaches (2000-2002; 25,3 announcements hide the time, programmatic and mill. €), recovery of façades, public area furniture and financial uncertainties bothering the project. The risk reconstruction of waterfronts in the sector of Ribeira is to loose the project credibility towards the potential (2001-2003; 3,75 mill. €). private partnership and the population, if in fact there are real delays. In the areas nearest the centre, projects are usually of great importance and meet very diversified criteria. In the long term the project refers to different issues They are then placed on the long term, in a range that will certainly analyzed in a future programme. between 10 years and 15 years. This time scale usually This includes the capacity of actors to keep to project implies a global view of all project components guidelines on the long term; the soundness of local and (economic, social, financial, environmental, etc.) which public private partnerships to stick to the programmatic integrates the concept of sustainable development. trends initially agreed; the necessary project flexibility to It also assumes the formulation of territorialized adapt to new conditions and to new prevailing trends. (localizing infrastructures and great plants, designating functionalities and centralities) and not territorialized (metropolitan objectives to be achieved) action strategy. Finally, it assumes a good control of transitions between short-term and middle-term interventions which make the project visible and reliable for inhabitants and investors, and the long timescales for the final carrying out of the operation. SUDEST Changing

3 - Objectives and projected scales of projects 3a – Projects with metropolitan significance and Le Havre: a strategy for reinforcing the city multiple objectives attractiveness The urban-port interface regeneration projects, Placed between the city and the port, the southern districts formulated by the SUDEST network cities, are invariably of Le Havre are a primary objective for the conglomeration development. projected on supra-metropolitan scales: international In order to reinforce its leading role and follow the important and national scale for Syracuse, national, international port development (5th European port), the Commune has and metropolitan scale for Naples, regional scale for developed a project of urban regeneration: Le Havre, etc. - breaking the southern district isolation by overcoming The local scale is never kept apart but it doesn’t seem to docks and creating South-North connections; - setting up a business district at the entrance of the southern be explicitly meant as a relevant scale for representing districts: Chamber of Commerce head office, buildings used large projects. The same is for very specific Neapolitan as offices, hotels, parking areas; projects, such as PIAU of Mergellina and S. Giovanni - creation of articulated structures: a 900-ha urban park, a Teduccio, where the metropolitan purpose of Centre of Sea and sustainable development, aquatic plant, interventions (improving the public transport system by commercial centre with leisure time areas, showrooms, creating multimodal poles) prioritises actions in favour exhibition park, clinic, university rooms; of the quality of life in the districts concerned. - carrying out high-class housings: 900 houses with 15 % The analysis of the different projects allows common council houses. objectives to be identified: territorial repositioning, This ambitious project in progress relies on the site’s port creation or improvement of transport infrastructures in features. order to reinforce accessibility to the city, installation of Porto: an European localization strategy based on extensive street furniture, improvement of the quality tourism, urban heritage and the heritage of wine of life, and diversification of economic activities. Geographically, the city of Porto is located in the north of Portugal, nearly in the centre of its Great Metropolitan Area, Territorial positioning strategy through empowerment of the city/ close to the Atlantic Ocean and in the right bank of Douro metropolis attractiveness River. 61 Inter-urban competition is today an essential principle The Douro river and the river port have always been the which strongly conditions the city organization and backbone of commercial activities. In fact, the famous Porto development choices. The metaphor of “entrepreneurial Wine was produced in Alto Douro Wine Region (classified as city” (Harvey, 1989) expresses that attitude and that kind world heritage by UNESCO) and transported trough Douro River to the cellars located in Vila Nova the Gaia, in its left of specific territorial policy aiming to essentially promote margin. the city by trying to get round the socioeconomic and The city of Porto is, by nature, the capital of Porto wine urban malfunctions. Priority is given to the following and has in the Douro River a very important environmental, actions: development of qualified economic functions, landscape and accessibility added-value. Porto’s Historical attraction of investors and well-off social classes, Centre, whose “heart” is located at Ribeira Dock, is also policy of image, transformation of local government classified as world heritage by UNESCO. modes with great importance given particularly to Porto is a centre of polarisation on the European stage, a public-private partnerships. Entering into competition meeting place for people, business and products, a trading also means reinforcing the position of the city into and cultural space. Porto has the natural conditions for metropolitan elites by playing the winning cards related being positioned as the stepping stone for a broader region, encompassing tourism in Douro region, and also tourism to geographic localization, innovation capacities, products such as Porto wine. identity and strong presence in international networks. In this way, Naples presents itself as a “bridge between Zarzis : a will of positioning in the Euro-Mediterranean Europe and Mediterranean sea” (Rivière, 1999), le zone Havre plays its card with the great “modern city port”, The city of Zarzis aims to open on and to enter the Euro- Livorno becomes “Gateway to Tuscany”, while Porto Mediterranean area. By this way, the free zone is an important shows off its wealthy architectonic and urban heritage, attractiveness factor. This strong will of opening to the in order to enter the urban tourism network. Mediterranean sea and to Europe is also demonstrated by the different European projects and plans which the city takes part in. Changing SUDEST

The city of Zarzis invests all its energies in establishing city centre (linking two high parts of the city centre). There technical cooperation relationships, with the aim to reinforce are also projects for new tramway lines that will connect local competences in matter of city-planning, integrated the city centre lines and the waterfront line, establishing development management and, more globally, of sustainable connections between different levels of the city. development. The Metro do Porto line has contributed unequivocally to the process of rehabilitation of the port urban front Improving urban accessibility and mobility on the south side. Its construction implied a concerted Conditioned by the principle of competition, the so intervention of requalification of the surrounding area, with called “urban regeneration” policies actually set up the harmonization and valorisation of the port frontage. Although, it still lacks some interventions on the Metro line major urban and architectural projects aimed to improve adjacent to urban fronts to conclude this project. Besides the city accessibility and to ensure the street furniture having stimulated the urban requalification, this transport level is improved. infrastructure has brought fundamental benefits in respect The modernization/creation of transport infrastructures to accessibility, endowing the city with a new and comfortable is then central to most operations conducted by the way of transport that improved substantially the connections SUDEST network cities. Such realizations are on a between neighbouring cities, favouring Matosinhos in the double scale: Oporto Metropolitan Area. - on a national and international scale, the city accessibility is to be improved by creating major plants Functional mixture and lifestyle improvement aims such as railway stations and airports. In terms of image All the actions carried out on the city-port interface by these realizations become then a new way for showing the SUDEST network partner cities aim to develop or off the claimed metropolitan power. Naples is now reinforce the functional mixture according to more or endowed with a TAV station and has transforms the less variable mixes and components. The study of such main station into a “multimodal exchange pole”; the aims allows us to specify kinds of the desired functional Le Havre railway station has been completely renewed; mixes and to distribute them into three categories: Porto has recently enlarged the airport passenger 1 – Functional mixture versus tourism, entertainments and terminal; Syracuse, Livorno, Porto and Istanbul are leisure time 62 projecting the construction of a new ocean terminal In most cities major cultural facilities (museums, (cruising terminal) while Naples is modernizing the concert halls, showrooms, etc.) are at the core of the existing ocean terminal. projects for regenerating the city-port interface. In fact, - on a local and metropolitan scale, ambitions these facilities have a strong visibility and are proposed are to improve the urban mobility by developing a as development engines for the urban tourism and, public transport network such as the subway (Porto, particularly, for business tourism. Such realizations are Matosinhos, Naples) or tramway (Porto, Naples, often associated, as we can see in Porto, Istanbul, Le Istanbul). On the city-port interface it is also necessary Havre, Syracuse, Livorno and Naples, with a policy to correct the brutal impact of fast roads or highways, for placing tourism and heritage at the heart of the which isolate the territory. city. Depending on cases, the planning of these works is followed by a significant development of the hotel Porto and Matosinhos : development of tramway and of structure and the commercial framework, as we can the underground observe in Le Havre. Moreover, all these realizations Many regeneration actions have already been concluded on can be completed with an offer of requalified public Porto´s waterfront public space. From those, we can highlight areas. Such a component is essential for the projects of the tramway as a common concern. In fact, there was already , where the Douro banks, inseparable from the an old tramway line on Porto’s waterfront, from the historical Porto centre, at the Douro River, until the seafront. urban heritage, are proposed as a walking and relaxing With the new interventions at Porto’s waterfront, and because space. the tramway is a pedestrian-friendly means of transportation, The works planned in the most peripheral urban-port its track was separated from the circulation of vehicles and sequences are mostly intended fro amusement and integrated in the sidewalks. Pedestrian, cycling and skating leisure time: large urban parks (Naples, Matosinhos), circulation areas were redesigned together with the tramway, funfairs (Le Havre, Naples), bathing establishments improving residents’ quality of life. (Porto, Matosinhos, Naples). Though the tourist The tramway plays a very important role in city’s mobility dimension is present, particularly in the case of plan. In fact, another tramway line is being concluded in the SUDEST Changing

funfairs, these projects primarily improve the lifestyle at than a nation. Such a trend is more and more clear in a metropolitan area level. case of negative developments; the employment loss 2 – A functional mixture for the city’s requalified districts linked to the closing of an industrial or port site, will In the districts on the fringes of port areas the aims be quickly followed by a second wave or even by a third are mostly a general improvement of lifestyle by wave of induced employments. supporting housing, urban services and “ordinary” Therefore the question of port employments has public areas. So, in Le Havre and in the districts of become particularly sensitive. It focuses, sometimes Mergellina and San Giovanni a Teduccio in Naples, we wrongly, on a global perception of the territorial give priority to district revitalization through a renewed evolution. This aspect is strengthened by the offer of houses, a support to economic activities and importance of international direct investments. The an improvement of transfers and connections. These effects of these flows on national work are ambiguous aims can be joined to those targeted on tourism, as you since they can result from production relocalisation can see in Syracuse and even more in Porto, where in strategies on the national territory. So, this leads to the historic centre depopulation and impoverishment monitor the consequences of settlement of logistic persist. operators or shipping companies’ head offices on 3 – A functional mixture towards high-value added service local work and dynamism. Since these investments industry functions and logistic functions follow the local investment and employment growth, While the city-port reconversion operations carried the circle closes again and ensures that the port base out in the 80s favoured office blocks in the city centre, is the key for development and one of the conditions today, as we have seen, they favour the cultural and for urban regeneration. A similar reason leads one to tourist functions. However, the development of high- consider more carefully, compared with the past, the value added service industry functions, often associated consequences on a local structure level of national or with the university function, are still priority aims for international facilities, such as port infrastructures. policies regenerating the city-port interface, even if such functions are now localized in sectors outside It has to be pointed out that not only industrial and port the centre or even in peripheral areas. In Le Havre, work keeps the city going. Based on a classic concept, it the city-port area concentrates university, higher-level was set against and differentiated from the “residential” 63 logistics training centres and various research centres. employment, linked to other urban functions. Now, on These functions are part of a strong positioning strategy one side residential employment can be associated with of the city in the logistic sector, at the moment fully the development of new activities, such as tourism and, developing. Also Matosinhos, where at the moment for this reason, it can be a basis for change, on the other a research centre and 2 logistic platforms directly side it can contribute to the port base efficiency. This connected with the port are planned, has chosen is the case of the training apparatus, of information the same direction. In the same way, in Naples, the services, etc. Since this work improves the city and university and research” component is a fundamental contributes to the “global environment” functioning element for city-port regeneration projects carried out constituted by the port city, it is more and more closely on the eastern and western sectors. linked to the evolution of the territory. We should then not forget that. In this sector we find again the 3b - Diversification of local economic base with possibility of positive linkages similar to those of the development of new qualified functions historic core. These jobs create a lever effect on the job The work: foundations and arrangement offer in the city. Moreover, new development linked to For many coastal cities the port and industrial tourism and residential economy is strongly attractive activity is still considered as the main development for national investments. However, in a research on economic “base”. To this traditional and dynamic core, the port cities rebirth it seems legitimate to give a employments are added which are generated from the preferential attention to the most specific jobs of that formers’ incomes, through the “multiplier effects” city, that is jobs associated with international goods theorized by J.M. Keynes. In the current context, the production and circulation…in other words, the port positive sequence of investments, direct employment base. and employment generated by new incomes, are perceived much easier in the case of a city or a region The number of jobs associated with a port site is not Changing SUDEST

only an aim: it is an indicator of economic polarization historically, the port organizes the whole city economy. on that marketplace. It is an even more precious as it The problem is that, within these areas, you can find is difficult to measure a production or an added value activities that are not much connected or connected of the city. Actually, as we have seen, local jobs and at all to sea traffic and logistic activities which can be unemployment are often used as signs for summing up decentralized some kilometres outside the defined area. the situation. The evolution of this, whether increasing For example, in Naples, logistic activities are mostly or decreasing, probably helps to establish not only if concentrated in the area of Nola. Though the approach the city is attracting or loosing jobs, but also if attracts by zone has the merit of simplicity, however we must or looses new activities. This is, therefore, an easy way recognize its partially arbitrary character, since a port- to evaluate the context where the project will intervene. urban area may be not homogeneous and may have It particularly helps us to understand if the regeneration indefinite and changeable outlines. On the other hand, follows a redevelopment socioeconomic process or if the port zoning can be enlarged and partly separated the aim is to generate it somehow. In the former case, from the urban zoning, a very frequent trend when it seems easier, for the regeneration process to reach the port is developed. Hence, a problem of statistic the prearranged aims. In the latter case, it is possible to invisibility which is added to the problem of “spatial measure the contribution brought to local dynamism mismatch”. However, the advantage of this calculation more exactly, should a reversal of trends occur. mode is to allow a global view of the economic future However, the evaluation of the causes for such of the city and the port districts. It more easily allows evolutions may be complex. In fact, port jobs have that new functions are integrated before being codified. different determinants: the global demand for industrial It also allows, for tourism, avoiding discussions about products; costs for the most “competitive” activities; their port nature, since this kind of job is part of a specific competences of the city for the most specific global quality and reputation of the city and the port or and innovative activities. Job evolution resulting from coastal districts. these multiple factors can be partly unexpected and The French analytical method, regularly developed by uncertain. Moreover, it is almost impossible to find INSEE (National Institute of Statistics and Economy a direct and steady relationship between the size of Studies) and by the autonomous ports in Haute- 64 port traffic and job changes. Finally, in the port sector Normandie, searches for functional connections we must take into account that we can see a certain between port and jobs in the surrounding enterprises. It separation between activity, its profitability and jobs. assigns a coefficient (0 - 1), depending on the intensity of We can certainly foresee a flourishing port activity with the relationship with these jobs, in order to calculate an a lower number of workmen but, for example, a higher exact digit. The problem is in evaluating such coefficients ratio of executives and/or skilled workmen, hence the and in the continuous changes requested. On the other need for a different city. hand, it is possible that, in a developing perimeter, The growth of jobs is, then, only a partial indicator of such evaluation may underestimate some indirect marketplace prosperity. On the contrary, as already seen, relationships and some effects of the conglomerate. some jobs may be relocated without any automatic and However, it has a certain advantage: it leads to regularly direct correlation with the traditional port activity. This redefine what participants indicate as port jobs. In fact, is the case of tourist sector jobs which generally depend the coefficients assigned to an enterprise may vary and on a “cultural” quality and on the local conditions. Not take into account a relationship considered more or less only enterprises and investments stimulate the territory’s essential with the port community. For example, the socioeconomic dynamics. This depends to a great extent wines of Porto and Gaia do not start from the port of on how consumers who are tourists perceive it. There Leixoes. Then, jobs generated by these shipping should is, then, in this sector a source of jobs to discover and not be reckoned in the port base of Porto or Leixoes. manage through urban regeneration actions. But this organization could change and consequently should be included in the calculation. Therefore, the A calculation method of port jobs: some method elements not at all artificial variations express outline changes To reckon the amount of port jobs two methods are and give useful information for urban management. used. The Belgian method, developed in Antwerp They can also inform the municipality about new and Ghent, is to attribute to port activity all jobs of This expression designates unemployment generated by an area defined beforehand. This is to say that, at least the distance between housing and jobs. SUDEST Changing

competences and allow setting up training policies for young people or unemployed, as in Le Havre for the logistic sector. This method, due to its formulation, provides for a list and induces to upgrade it regularly. Hence, its potential usefulness in working out and setting up an urban regeneration “agenda”.

Moreover, these two methods have the fault of not taking into account temporary employments or not making them appear in the global employment, which can misrepresent any interpretation. This gap can, on one hand, lead to underestimate port jobs in a wide sense, and consequently relationships between some districts and these activities. On the other hand, it can lead to underestimate some economic difficulties (incl. housing) for people who are not long-time unemployed, but who are periodically not employed. The income discontinuity can explain the difficulty in finding housing or in moving and, in general, makes population fragile. Since the job segmentation expresses a socio-spatial segmentation, the permanent periodical control of temporary employment must give useful information to urban policy. In fact, temporary employees, by passing from one job to another, hiddenly contribute to the cohesion of the urban economic system. Port and industrial jobs have an important intermittent component which we can find in tourism, 65 i.e. the circulation of people; it is therefore an essential condition for these sectors and for regeneration. On the other hand, the paradox is that temporary workmen often live in the most enclosed districts, while they have to circulate in order to work in the urban area.

GartieOVERNANCE OF IIITHE PROJECT PACTORS & DECISION MAKING PROCESS SUDEST Governance 1 – Origin and start-up of the project made on private initiative. Moreover, the city is about to 1a – The leading role of municipalities in drawing complete a sustainable development plan which has been up projects included into a specific Framework Programme Agreement In general terms, it is interesting to ascertain the for the renewal of those areas aiming to reach a sustainable role of the public sphere within the decision-making development, initiative proposed by the company Sviluppo Italia Aree Produttive S.p.A. by appointment of the Economy process characterizing the experiences which have been and Finance Ministry, the Environment Ministry and the analyzed. Sicilian Region. In most of the cases, the Municipality has played a fundamental role, since it promoted the initiatives 2 – The public actors involved in the project: role, and was able to coordinate the intervention strategies competences and modalities of partnership adopted. In this perspective, the several Municipalities 2a – The public actors have been involved both in funding the projects and The strategies adopted by cities are, in many cases, as more specific players within the decision-making strictly connected to the characteristics of the relevant process. political, economic and social context and they take into As concerns project funding, municipal funds have account the scale of intervention. These elements are been used in 8 out of 17 cases and, furthermore, also reflected in the role taken by public actors involved the will of the Municipality to coordinate with other and have an impact on the modalities of partnership public actors at higher level (Province, Region, State) and competences required. was fundamental, hence sharing a long-term vision as In particular, it was observed that Municipalities and well as the modalities of planning and management of Port Authorities are the two most common categories resources. of decision-makers who have had an impact on the As regards the decision-making process, Municipalities structure of the decision-making process and on the have played a leading role in 14 out of 17 cases in final choice. In several cases, the presence of the State, cooperation with other public and private bodies. For the Region and the Province was also observed. The example, in Naples, the decision-makers were, generally, involvement of several public actors also implies the the Municipality and the Region, in cooperation with the 68 implementation of processes and the adoption of State. The same decision-makers are identified for the suitable tools able to manage the contribution and projects carried out in Istanbul, Zarzis and Matosinhos, competences of each of them. Therefore, partnership which also resort to the actors traditionally involved in agreements have been appropriate for the several planning and requalification processes. situations and specific contexts, suitable to govern the relations between the involved partners. In many Syracuse : central role of municipality in the realization cases, the tools which have been adopted have been of harbour areas‘ projects The city directory plan, the ports directory plan, the recently formalized also through the establishment of ad hoc launched infrastructural works in its two ports see, all of competent offices, aimed at following the several stages them, the Municipality of Syracuse as the main protagonist of the process, by coordinating actions and monitoring of each strategic choice who directly realises a part of the ongoing transformations. the works and co-ordinates all the other project activities, As concerns the decision-making system and the also in the harbour areas. Such a leading role given to the management of projects, the State intervenes directly town administration is mainly due to a lack of a maritime in Zarzis project and in Municipio Station and Bagnoli- authority, along with a perfect harmony of intents with the Coroglio Regeneration in Naples. In Livorno and local harbour master’s office, an organisation controlling Istanbul (Haydarpasa), the State intervenes through security which has become full partner of the city in the the Ministry of Transport. For the Galata Port project delicate sharing of development goals in harbour areas; and with a clear and stable agreement with the Sicilian at Istanbul, the State is involved through a controlled Region, Territory and Environment Department. Being company, the Republic of Turkish Ministry Privatization free from the possible complications deriving from a peer- Administration. to-peer dialogue with a port authority, the municipality Among the tools adopted to formalize and manage the is managing a series of projects aiming to the complete several forms of partnership, the key feature of the regeneration of the whole ports area, which goes from projects carried out in Naples is private management the public re-qualification of the Porto Grande wharfs, up through the tool of the Concession (Municipio to the co-participation in the realisation of a tourist port, Station) or public-private management (Via Marina SUDEST Governance

Requalification), whereas the other Italian projects, such the Chairman of the Le Havre Chamber of Commerce. as Syracuse and Livorno, have resorted respectively to This committee defines priorities and establishes strategies. Programme Agreement and to the setting up of an ad It has followed the working out of the City-Planning Scheme hoc Municipal Office. in order to reach a position appropriate to the interests of each of the three participants and to favour decisions about The Programme Agreement is a deed by which several disagreement points. public bodies (Regions, Provinces, Municipalities, State Experts involved in the decision-making process: Administrations) coordinate their future activities to 1. The General delegate: Architect – city planner – sociologist. perform public works and infrastructures. Provided He is the project general manager. by art. 27 of Italian Law no. 142 dated 8 June 1990, 2. The agency for City Planning (AURH: Association the Programme Agreement acts also as a version of competent in the field of city planning, sociology, the town planning schemes for the involved areas. It is demography). It works out studies on prospects and promoted by the territorial body which is competent to strategies. carry out the works and it has to envisage modalities, 3. Le Havre Développement (LDH): Association competent performance time, as well as suitable sources of funding. in the field of economic development. It assesses the field of If it involves the participation of more Regions, it enterprise needs. 4. City technical services (city planning, housing, environment, has to be promoted by the State Council. It does not economy, social work): they make studies in the field of their envisage, expressly, the participation of private subjects. competence. It can be noticed that the Programmeme Agreement 5. Studies based on the necessity and advancing of projects: is clearly distinguished from other traditional forms economic prospect, planning of public areas, construction of cooperation, such as Convention or Consortium. of structures, etc. In fact, it offers more opportunities of intervention 6. The consulting Architect: he follows the setting up of compared to the Convention and it can involve a the urban regeneration project, gives consultations to the higher number of subjects. Furthermore, unlike the Commune on projects, works out planning layouts for the Consortium, it does not need to establish a stable and sites where aims are most relevant. durable organizational structure. Participants involved in the decision-making process: The city of Le Havre, pilot of the project, has established a The city of , instead, has set up an Le Havre ad hoc partnership organization which involves: General Delegation for the Development of the City- 1 – Institutional participants: The autonomous Port of Le Havre, 69 Port Interface, in charge of general management and The Chamber of Commerce of Le Havre, The Chamber coordination. In Le Havre, the management of the of Handicrafts, The Region, The Department, The State global project of urban regeneration has brought to the (Prefecture, Subprefecture, Infrastructure Management, drawing of a complex decision-making organization Culture Management….), Family Allowance, Bank for chart where roles and competences of each actor are Deposits and Loans, The Conglomeration Community. clearly identified and allocated: the management of the 2 – Participants representative of state-controlled associations: Agency project is assured by the Municipality; the Municipality, for city-planning of Le Havre Region (AURH), Le Havre the Port and CCIH are the decision-making members of Développement (LHD). 3 – Participants representative of district associations: the whole the Pilot Committee of the Master Plan. This Committee associative fabric which intervenes in the field of socio- is competent on strategic decision issues; the State, the cultural activity, education, social and economic insertion and Region, the Ministry and CODAH (Communauté de cultural development. l’Agglomération Havraise) are strictly connected to 4 – Citizens: inhabitants are involved in the name of local the global reflection and to the definition of specific democracy and within consultation around accurate actions; the Town Planning Agency of Le Havre region projects. and the structure Le Havre Développement (that is, two Decision-making process structure: parapublic associations) have the task to implement and There are two levels of decision: formalize the directions given by the Master Plan. For global strategy: the piloting committee of the City Planning Scheme, chaired by the mayor-chairman of conglomeration, the port chairman, the president of the Chameber of Le Havre: a piloting Committee for the City and Port Commerce and Industry. project For operational projects: the final decision belongs to the municipal Decision-makers: The Municipality is the “pilot” for the project. It has Council after the technical procedure and validation policy. established and chairs a Piloting Committee composed by the Chairman of the Autonomous Port of Le Havre and by Governance SUDEST

capital, where the interventions aim to satisfy criteria of architectural quality, urban and landscape framing. Conseil municipal-Ville du Havre Similarly, Le Havre resorted to the Programme PIC Décision URBAN 2000-2006 to coordinate and fund a set of remarkable transformation actions on the territory, by promoting the so-called “lever effect” able to attract a Conseil d’adjoints Ville du Havre significant amount of investments and to favour social mixing.

Comité stratégique Le Havre: the role of the PIC URBAN 2000 – 2006 in Ville du Havre the project City and port The southern districts of Le Havre have never benefited from a programme of Urban requalification within the extent of the city policy (DSQ, GPV, ANRU). In 1999 the Elaboration des projets Municipality has decided, therefore, to present the candidacy Concertation of these districts for the Programme of Community Initiative URBAN II. This European programme has allowed, for the first time, for Bureau d’étude a complete diagnosis to be made (strong points, weak points) of the territory and to elaborate a short-term (2000 – 2006) project of social, economic and environmental sustainable Définition des besoins habitants et acteurs de terrain development. On the other hand, the established partnership, particularly The experience made with the Sea and Port Waterfront the presence of the Port and of the Chamber of Commerce and Industry, has contributed to improve the understanding Regeneration ( ), envisaging also an International Porto and the cooperation among authorities. It has allowed, Competition for Ideas in the so-called “Priority moreover, for the Town Plan to be defined, which is “a Intervention Zone”, adopts a different approach with shared strategic vision of the development of the City/Port 70 the goal of improving the very quality of the project. interface in view of 2020.” In particular, the experiences of Porto and Matosinhos Finally, the rules of the European financing, by requiring resorted to the Programme for Urban Revitalisation the rapidity and the efficiency of the realization, have and Environmental Valorisation of the Cities (POLIS), forced the City to carry out quickly its projects, and this has promoted by the European Union, which not only contributed: influenced the identification of goals and intervention - to give credibility to the political will of recovering and actions, but it also formalized the roles and modalities promoting that area; - to encourage the private investments (shopping centres, of agreement between the involved players. clinics, lodgings) up to a limit of 300 million of Euros; In recent years the urban question in the European - to improve the style of life of the inhabitants and the Union has been a matter of deep focus and intensive area image to a local, national and European level. debate, contributing to the European Union environmental, spatial and sustainability policies Programme POLIS at Porto and Matosinhos: for a approach, however not entirely reflected in the current catalisation of the project version of the 6th European Environmental Action The POLIS Programme was created during the IIIrd CSF- Programme. The POLIS programme, initiated in Community Support Framework (2000-2006) and financially Portugal in the period of January-June 2000, illustrates supported by Community funds. the Portuguese urban environmental policy approach The objectives of this programme are focussed on two measures: the first one comprises the funding of large urban in that period, in response to contemporary trends and interventions close to natural elements (rivers and sea), and priorities regarding the improvement of urban life and the second one involves interventions in cities recognised as governance. The experience acquired so far with the World Heritage Sites (UNESCO). POLIS programme may be useful in the broader context The two main advantages of this programme are operational of the discussion of an European urban policy. Indeed, because they: in the POLIS Programme there are recent examples of Forced the creation of a company exclusively dedicated to projects promoted by self-governing entities of public its management; SUDEST Governance

Proceeded to the temporary withdrawal of lands and of the used only private funds, all the other projects have Maritime Public Domain. benefited from a kind of mix of different funds (even In Matosinhos and in Porto, the POLIS Programme though with different proportions) allocated in turns contributed to the implementation of two continuous projects by the European Union, the National or Federal State, along the whole sea front of the municipality of Matosinhos, the Regional Government, the Municipality or the Port as well as along the sea front of the city park of Porto, in an Authority as well as from private funding (13 out of area under the jurisdiction of the Port Authority. These projects, drawn by architects of high international 17). reputation, Souto Moura (Matosinhos) and Solá Morales In particular, European Funds have been used for four (Porto), have decisively contributed to the improvement Italian (Naples and Syracuse) and four Portuguese of both urban and environmental conditions of the whole projects (Matosinhos), whereas the Port Authority space: was involved only in the cities of Porto (Sea and Port 1 - In Matosinhos, the beach front and sidewalk were Waterfront Regeneration) and Matosinhos (Spaces of created, allowing the daily use of a valuable area, once very Port Sociability, Logistic Platform, Urban Park of Vale degraded; do Leça). 2 - In Porto, the access from the city park to the sea front The type of programme adopted is closely related and originated the birth of a new beach. dependent on the kind of funding that has been used. It was also due to the POLIS Programmeme funding, in Porto, that part of the interventions were carried out at Hence, the projects that have been financed through Ribeira, one of the most important spaces of the Porto European funds have been inserted into specific World Heritage Site. European Union programmes, referring mainly to the 2000-2006 Structural Funds (Naples and Le 2b – Resources and funds Havre). From an operating point of view, almost all A key issue relating to the several projects examined the different projects have been included into urban concerns the issue of the economic-financial resources requalification plans or territorial development plans and the ways to access funding. It was possible to (12 out of 17), according to their different scales of highlight how the framework of programme tools intervention. This has made it possible to use the defined at European, national and regional levels European Union funds as well as the public-private represents the prerequisite to develop the several co-funding in a very cost-effective way, consistently 71 strategies and actions of intervention. Generally, it is with the type, dimension and nature of the possible to see that funding sources are differentiated interventions to be carried out. and the projects which have been implemented with 2c –Partnership structures to share competences higher significance are those which were able to increase and manage the project the economic-financial resources from several sources. Within urban and territorial projects, partnership We can observe how the national government is present structures are a remarkable component, conceived with in many projects (12 out of 17), both in the stage of the goal to involve different players into the decision- funding and in the actual performance of the project. making process and in the management of the project. In particular, state funding is involved in each project In each experience, it was possible to identify a specific except for the Via Marina Requalification (Naples), approach to the establishment of a system of relations, in Zarzis and Porto projects, and in the projects with contributions and competences that are strictly Spaces of Port Sociability and Logistic Platform in connected to the envisaged goals and to the available Matosinhos. In many cases, reference was made to and/or activated resources. The relation between European programmes or projects to which national public actors and between public and private actors and regional plans adhere; therefore, although there is was made clear by taking into account many common not a direct state involvement, it is often present (for factors, identified according to the characteristics of example, PRUSST for Syracuse projects). each physical and decisional context. Indeed, most of the projects have benefited from In some cases, the presence of a decision-maker different kind of funding. With the exception of appointed to the project represented a clear reference two projects referring to the city of Naples (PIAU for the several stages of the decision-making process. Mergellina, PIAU San Giovanni a Teduccio), that have Indeed, a few experiences only are characterised by the been financed using only public funds, or the projects presence of ad hoc decision-makers, as it was the case of in Istanbul (Haydarpasa and Galata Port), that have Naples (Bagnoli-Coroglio Regeneration) and Porto, Governance SUDEST

whose decision-makers include the Urban Rehabilitation and to carry out complex interventions of urban Corporation, or the case of Livorno, where RFI transformation in compliance with the existing town (National Railway Company) was involved. Another planning tools, starting from the acquisition of the significant example is the city of Le Havre where a areas involved by the action until, if necessary, to the Piloting Committee, made up of the Municipality, the promotion of the intervention at the end of the works. Port Authority and the Chamber of Commerce, was Through the establishment of such company, the set up in order to create a permanent decision-making Municipality gets out of any operational responsibility, structure. except for the drawing of the applicable plan of the In other cases (as Syracuse), specific offices have been concerned area and for the participation in Urban set up, such as the “harbour office” which, in agreement Transformation Company’s activities of its competence with the Municipality and the Region, contributed to as stockholder. In any case, Urban Transformation the realization of projects. Companies are not charged necessarily of all the stages We can observe that the involvement of the Port of implementation, but its interrelation with other Authority is central; it plays a decisive role in almost all entities or external companies is encouraged. proposed projects (13 out of 17). It is worth noticing For example, in Naples (Bagnoli-Coroglio that the involvement of Port Authority is not limited Regeneration), in April 2002, the Urban Transformation to those projects having a direct impact on port Company Bagnolifutura was set up. The stocks of activities but also to those urban and environmental this Company are fully owned by territorial bodies: requalification actions which somehow characterize the Municipality of Naples, Campania Region and Province relation between town and port. of Naples. The mission of Bagnolifutura is to plan and Anyway, it was clear that the Port Authority has taken a to carry out the interventions of urban transformation significant and driving role, even if it was not effective in the town of Naples, pursuant to the existing town- in all experiences, especially because not all the projects planning tools. It can acquire the areas involved by were insisting on the specific areas of competence the action and to reclaim, transform, maintain and sell of the Authority. In particular, in Naples, the Port them. The Company can carry out, either directly or Authority is among the decision-makers in PIAU indirectly, promotion activities for the development of 72 Mergellina, PIAU San Giovanni a Teduccio and in the employment in the western area of Naples. In particular, Bagnoli-Coroglio Regeneration. Also in Livorno and an agreement has been made between the Company Zarzis, the Port Authority is among the main decision- and the local stockholders, stating that Bagnolifutura makers. In the Istanbul projects, the Port Authority is is committed to acquire, to transform and reclaim, to involved in partnership with the Turkish State Railways manage and to commercialize the areas concerned and the Turkish Sea Lines Organization according to by the Urban Implementation Plan, pursuant to the the project and the different modalities of management provisions of the plan itself. of the project. As regards the Portuguese cases (Porto In Porto, the Urban Transformation Company Porto and Matosinhos), the Port Authority (APDL) plays an Vivo was set up with public capital, whose stockholders important role for the development of the whole area are the central Government and the Municipality of and is in charge, in partnership with the Municipality, Porto. Its mission is to carry out a process of urban of the implementation and management of projects. requalification of Porto bay. This is an innovative In some cases the establishment of a partnership structure in Portugal and, among the several ongoing between public and private sector occurred by means projects, some explicitly concern the regeneration of of a Urban Transformation Company. It is a tool for the interface town-port. operational town planning. Generally, it is a mixed stock company with the participation of public and private STU Bagnolifutura in Naples: implementation strategies subjects, without any constraint about the ownership of the project of the majority stock. The mission is to accomplish the The resolution of City Council n. 40 of 18.02.2002 created the urban transformation of a given territorial framework Urban Transformation Company Bagnolifutura (STU). The stock of shares of STU is entirely held by local authorities: identified based on some town-planning, environmental, Municipality of Naples (90%), Campania Region (7,5%) and social and economic characteristics. The task of the Naples Province (2,5%). Urban Transformation Company, as support company On 25 June 2002 a convention was signed between Urban to the operations of public administrations, is to plan Transformation Company (STU) Bagnolifutura and its SUDEST Governance

a kind of traditional approach has also characterised some Portuguese experiences (Public works normal procedure). More innovative tools have been used by the cities of Le Havre and Zarzis using Territorial and Urban Marketing, while the Urban Implementation Plan of Bagnoli-Coroglio (Naples) envisages the so-called Urban Perequation (Transfer of Building Rights). In particular, the Territorial and Urban Marketing aims at performing an analysis of the needs within a given context, starting from the wishes of individuals and organisations, with a particular focus on the identification of existing or potential market segments and assessing their appeal in quantitative and qualitative terms. The shareholders, the local bodies, which states that STU will goal of this procedure is to choose a territorial or urban purchase, transform (after decontamination), manage and development strategy seizing the opportunities offered commercialise the areas affected by the Executive Urban by the market and capable of offering growth potentials Plan, in accordance with the Plan. Furthermore, once private and profitability. shareholders have been selected through a public bidding , instead, consists of a different procedure, STU will authorise an increase in corporate capital, Urban ‘Perequation’ in order to guarantee the presence of private shareholders in way of implementing the town-development plan the company structure, as planned by the resolution of STU resorting to something different from expropriation: constitution. it acknowledges a potential real estate right to be The City Council of Naples, which currently detains 90 % transferred from plots of land in protected areas to of STU’s shares, will reduce its participation to a minimum areas that can undergo ordinary transformation. Both percentage of 30%. The other local shareholding bodies tools, that are definitely more modern compared will maintain their percentage of participation unvaried. to the others, aim at involving private players in the The scenario after this increase in corporate capital will implementation of the plan or the project, allowing hence see the private shareholders own a maximum of 60% them to realize (in the case of Urban Perequation) the 73 of STU’s shares, while the remaining 40% will remain in the public spaces, without expenses by the community, and hands of the local authorities. buildings for profitable activities. Porto Vivo : A urban regeneration society The development procedures used for Syracuse Porto Vivo, SRU – Sociedade de Reabilitação Urbana da projects provide for a relationship between public and Baixa Portuense, S.A. [Porto city centre Urban Rehabilitation private sectors for the concessions of land exploitation Society, S.A.] is a private company exclusively with public rights, in connection with urban perequation used also capital, belonging to the Public Corporation Sector. With in Naples (Bagnoli-Coroglio Regeneration). In the long a share of 60% to the State (I.N.H.) and 40% to the City term, this is the way to get a proper management of Council of Porto, Porto Vivo, SRU leads Porto´s City Centre projects and areas which is difficult for public decision- rehabilitation process, according to the Decree 104/2004, of makers to assure alone. 7th of May in the Critical Area of Rehabilitation and Urban Also other projects provide for kinds of “cooperation- Conversion of Porto. assignment” between public and private sectors, such Porto Vivo, SRU was created in the 27th November 2004, with the aim of leading the rehabilitation process, defining as Naples projects (PIAU Mergellina and PIAU the strategy of intervention and acting as mediator between San Giovanni a Teduccio), which resorted to the property owners and investors, between owners and tenants opportunities offered by Project Finance, besides and, in case of need, taking in charge the operation of launching planning competitions for the implementation rehabilitation, according to its legal means. of interventions. For the projects of Porto and Matosinhos, besides the 3 – The participation of the private sector usual procedures for awarding public works, some kinds Likewise the project management tools, even the of public-private partnerships have been taken into implementation tools and procedures vary from one city account to carry out and manage the projects. In fact, to the other. In 4 out of 17, a conventional Feasibility the public-private partnership is seen as the best possible Study was used (Naples, Livorno and Zarzis), and way, as a tool for the promotion and development of Governance SUDEST

areas, to assure the proper performance of procedures and a suitable commitment of the players involved in Porto Vivo: the participation of private owners is really the whole transformation process. stimulated The key feature of two experiences in the city of Naples Urban rehabilitation should firstly be held by property owners. (PIAU Mergellina, PIAU San Giovanni a Teduccio), Porto Vivo, SRU stimulates owners´ participation in the rehabilitation process since the planning phase. In fact, after one experience in (Galata Port) and of two Istanbul selecting a neighbourhood to regenerate, Porto Vivo, SRU experiences in Matosinhos (Sea and Port Waterfront defines a strategic integrated plan for the neighbourhood, Regeneration, Urban Park of Vale do Leça) is the use of together with property owners, which contains not only the the Project Finance tool and, as a consequence, the use characterization of all buildings, but also the works that need of several other tools aiming at the integration between to be done in each one. public and private capitals (Urban Rehabilitation Because property is a fundamental, constitutional and absolute Corporation, Programme Agreement, Partnership). right, Porto Vivo can only do compulsory purchases if, in They represent useful approaches in the urban last instance, property owners can’t or refuse to participate. requalification projects that are usually characterised by Due to the urgent characteristics of the rehabilitation high unit costs and medium term financial returns. process, work on the buildings can begin immediately after compulsory purchases. In particular, Project Finance is the financing of long-term infrastructure, industrial projects and public 4 – The participation of civil society services based upon a complex financial structure where 4a – Identification of the involved groups project debt and equity used to finance the project are The groups involved in the decision-making process vary paid back from the cash-flow generated by the project according to the specific characteristics of the context rather than the general assets or creditworthiness of and to the features of the projects. However, some the project owners. The financing is typically secured recurring categories can be identified, making up the by the project assets, including the revenue-producing basic decision-making structure of several procedures. contracts. Generally, “special purpose corporations” are One of the recurring features is the involvement of created for each project. It is most commonly utilized local associations, non governmental organisations, in the mining, transportation, telecommunication and associations for the protection of the environment and 74 public utility industries, which are subject to a number citizens associations. of insurmountable technical, environmental, economic In some procedures in particular, such as four projects and political risks. To cope with these risks, projects in Naples (Municipio Station, PIAU Mergellina, in these industries (such as power plants or railway PIAU San Giovanni a Teduccio, Bagnoli-Coroglio lines) are generally completed by a number of specialist Regeneration), the citizens have been directly involved companies operating in a contractual network with in the decision-making phase. This was also the case of each other. The various patterns of implementation are the following procedures: Le Havre and Porto, and known as “project delivery methods”. The financing Matosinhos, with only reference to the projects of Sea of these projects must also be distributed among and Port Waterfront Regeneration and of Urban Park multiple parties, so as to distribute the risk associated of Vale do Leça. with the project while simultaneously ensuring profits In general terms, it can be observed that the stakeholders for each party concerned. Usually, a Project Finance involved belong both to the public and private sectors. scheme involves a number of equity investors, known The first one is mostly represented by institutional players as sponsors, as well as a syndicate of banks which (Municipalities, Port Administrations, Universities, provide loans to the operation. The loans are most Ministries, the National Government, Metropolitan commonly non-recourse loans, which are secured by Authority), whereas the second is made up of the the project itself and paid entirely from its cash flow. representatives of the entrepreneurial associations, A riskier or more expensive project may require limited professional bodies and from the sector of tourism. recourse financing secured by a surety from sponsors. In some cases we have also observed the presence A complex Project Finance scheme may incorporate of public-private players, such as some foundations corporate finance, securitization, insurance provisions (Bagnoli-Coroglio Regeneration in Naples) or public- or other further measures to mitigate risk. private agencies (Le Havre and Porto). SUDEST Governance

4b – Modalities and ways of participation interaction for data collection and creation. They can In most cases, information, communication and be synthesised in two fundamental levels: dissemination activities have been carried out using − the first, referring to general problems, concerning both traditional and innovative tools including the many actors and using specific methodologies for use of brochures, newsletters, press releases (with the data collection (for example, in-depth interviews, involvement in some cases of TV and radio stations) and semi-structured interviews, structured interviews); public meetings, as well as websites and e-mail messages. − the second, referring to specific problems, concerns The example of Le Havre is significant because the city interest groups directly involved in management has organised a particularly sophisticated information, and planning issues, introduced in concrete communication and dissemination campaign including terms through more adequate methodologies for not only the above mentioned activities and means but information management and discussion with a also workshops, exhibitions, thematic events, information limited number of people (for example, focus billboards, videos, etc. Furthermore, the experience of groups, Nominal Group Process, etc.). the Urban Park of Vale do Leça from Matosinhos is In the different projects, the aspects linked to the worth mentioning, where an international seminar was decision making-process are those showing the biggest organized and a book was published containing all the deficiencies. The actual adoption and implementation project ideas that have been selected. We would also of instruments and approaches appears to be very like to mention the experience of PIAU Mergellina and complicated in the procedural phase. Furthermore, PIAU San Giovanni a Teduccio in Naples, where an the identification of appropriate models seems to be Urban Center was activated. overly difficult. From this perspective, the experiences Except for Syracuse projects and Municipio Station in of Porto and Matosinhos seem to be particularly Naples, all projects were presented and promoted by focused on the implementation of methods related to website, to simplify the access to information and to the participatory construction of scenarios (Strategic address rapidly the highest possible number of people. Choice, Planning for Real, Strategic Idea, Community In particular, it is also interesting to mention the Planning, Community Visioning), adopted also by promotion by radio of Matosinhos projects (Sea and Zarzis (Decision Tree, Strategic Choice), Naples Port Waterfront Regeneration and Urban Park of Vale (Community Planning in PIAU Mergellina and PIAU 75 do Leça). The differentiation of communication media San Giovanni a Teduccio) and Livorno (Decision to promote the projects varies from town to town, but Tree). On the other hand, we also have the experience also according to the will of towns and of the players of Le Havre where the decision-making process was involved in the process. divided into two different phases (a strategic and an The main tools used for data collection and for the operating one), and each one was carried out using participation of the different categories of players the appropriate tools. In other cases, such as Syracuse are sectorial studies, dialogue and consultation groups and Naples (Bagnoli-Coroglio Regeneration), only the as well as forums, web forums and workshops. In SWOT analysis was performed. particular, the consultation groups have been used in 9 In some cities techniques belonging to field of “future out of 17 cases (Naples, Syracuse, Livorno, Zarzis, studies” have been used. These approaches are aimed Matosinhos). Hence, it is extremely clear that the key at a methodological support for prediction of future feature of this process is the use both of instruments events and are related to two different philosophies: a that are commonly used within institutional negotiations, predictive approach and an explorative approach. In formally validated, and of informal instruments both cases the objective consists of identification of favouring the participations and capable of stimulating the future scenario, considered as a sort of coherent the stakeholders involved and turning them into “active or realisable “map” of the future. Indeed, the scenario players” of change. analysis can be seen as the study of strategic behaviour Indeed, we must take into account that the efficacy of actors replying to actions or events. of sustainability strategies is strictly linked to real In the last years, various models for analysis and mechanisms of environmental, socio-cultural and construction of scenarios have been built to define economic context. In order to increase the potentialities scenarios conceived as analytic or visionary “mental of development of action strategies, it is essential the constructs”, to offer an appropriate context for involvement of local communities at different levels of rationally thinking on future. In reality the scenario Governance SUDEST

cannot be considered as an accurate description of characterising a determinate decisional dominion. what the future will be, instead the best decisions Indeed, SWOT represents the acronym of Strengths, referring to such future. Scenarios are not projections Weaknesses, Opportunities and Threats. The structure or predictions of the future but are “stories” of the of the method helps to clear the elements concurring to future with their structures and their interdependencies. definition of development strategy, in which strengths Usually, scenarios contain images of the future and represent the excellence areas, whereas weaknesses are describe the flow of the events conducting to realisation the sectors to be improved. In this perspective, the of such visions. SWOT analysis can be useful to establish the priorities For instance, through the Community Planning to take into account in the definition of possible approach, it is possible to focus on the possibilities objectives of a plan/programme/project, enhancing, rather than on problems. The approach forecasts that according to a strategic approach, the critical points of community can meet in workshops to develop a common imagined futures. vision. The principle result of these workshops is the Sometimes it is useful to organise objectives and elaboration of guidelines for subsequent planning. criteria in order to identify relations interacting among Usually, the vision precedes the construction of objectives, among objectives and criteria and among specific strategies and of an action plan. The different criteria themselves. Generally, a hierarchical structure phases can be conceived in a short-term or long-term is used, in which principal objectives are at the higher version, according to availability of time and resources levels of hierarchy from which derive specific objectives of community. and criteria (detailing the principal objectives). Such Instead, in the Community Visioning procedure all hierarchical representation is called Decision Tree and interested actors (local administrations, public bodies, its setting up identifies existing conflicts among various entrepreneurs, trade unions, cultural associations, objectives and/or reformulates its definitions in order environmental groups, ethnic minorities, etc.) are to introduce a new option minimising conflict existing invited to a workshop to build a future participatory among some objectives. scenario. The elaborated scenario differs from an In summary, as for the promotion of projects and the “expert” scenario and the objective is to provide dissemination of their results, also for data collection 76 accurate predictions. The essential knowledge, in the and civil society participation, the tools used are several case of participatory scenarios, is elaborated with the and more or less complex according to the projects and support of “intuitive methods”, planned to explore the related context. the consequences of specific decisions and actions to lead the community towards a preferable future. PIAU NAPLES: Participation activities The scenario produced in the field of the Visioning procedure is useful not as prefiguration of a future asset (realised with difficulty in its entirety), but as an instrument identifying and choosing more adequate actions and projects to pursue it. Planning for Real is an approach used since the 70s as instrument to involve local communities in decision-making processes and express relative needs and desiderata. The method uses a 3D model of the context being examined as a focus for spurring the local community on to propose suggestions enhancing concretely how an area can be improved or highlighting specific problems, positioning on the model papers on which proposals have been designed. Suggestions Among the elements of innovation of PIAU, it is worth are then ranked and options are explicated in order to noticing the participative planning (initiatives for coupling enhance a clear frame of initiatives to undertake. the practical urban planning and the preliminary planning of SWOT analysis is a useful instrument to support the works, aiming at involving local stakeholder, as well as strategic decisions and is aimed at identification of promoting the interventions). strengths and weaknesses, opportunities and threats Within the scope of the participative planning, a first event SUDEST Governance

of public consultation has been carried out – the OST or intervention. The components of the Forum represent workshop, open space technology, January 2006 – followed the bodies or the individuals that have appositively by other participation methods such as planning laboratories, delegated them or, in a wider participation, themselves. All focus groups. the subjects representing associative realities or bodies can The sectors in which the population was mostly involved are ask to participate in the work of the Forum but, essentially, the ones of the configuration and nature of public spaces. a well-made local Forum must be composed, at least, by L’OST (open space technology) three main and well-balanced categories of members: The question: How to reconquer the relation with the politicians/decision-makers/elected people; technicians/ sea for S. Giovanni life? officers/experts; associations/individuals/citizens, with - participation of 180 persons a particular attention to excluded and/or disadvantaged - 18 themes of working categories. The Forum must be opened to the accession - 1 report ready at the end of the work of new members with any restrictive criteria. Any form The themes raised of new city planning passes, nowadays, through the local - overcoming the barrier of the railway- uses and function forum practice, which is capable of producing new urban for seacoast spaces integrated plans as main outputs of its works. - associations and social network for the neighbourhood The project laboratory 4c - Professional skills and expertises involved in How we connect S. Giovanni with the sea? preparing and managing projects - 30 participants selected inside OST people and merchants As regards to the experts involved, we can note that square - 1 plastic model that we can change together all the different projects show that the presence of - technicians planning with inhabitants entities with different know-how and specialties is a - 2 hours of intense work, proposals and indications necessary requirement characterising the structured - concrete solutions by technicians multidimensional approach of each procedure, despite The laboratory expectations the different levels of elaboration and specificity. It can - the square system: an old square, the square on a railway, be observed that some specialties that are deemed as the terraces on the sea…. absolutely necessary are always present; we are referring, - restore the old station: landscaping the square, new in particular, to urban-planners, architects, engineers, activities and attractions, stairs to the terraces and geologists and, in some cases, to economists. In - the terraces on the sea: gardens, restaurants, sport, 77 several cases, we have also observed the involvement shopping spaces, café house, performance, dancing,….. - through the terraces, going by the square to the piers, to of experts specialised in the topics that were closer the beach, a new walk along the sea to the issues dealt with by the project. For instance, in the PIAU Mergellina and the PIAU San Giovanni Syracuse : From concertation groups to local forums a Teduccio sociologists and transport engineers were Syracuse has lived through, during the last two decades, also involved whereas, and in the three other projects in different phases in city planning: from the simple information Naples, a botanist was present, too. provision and consultation (telling people what you do and At the same time, the projects of the cities of Le asking them their priorities) which have characterised the Havre and Porto involve also the presence of experts late Eighties; passing through the involvement, inclusion and in demography, sociology, environment and landscape, feed-backing practices of all the Nineties, mainly represented thus underlining the importance of multidisciplinary by the practice of the concertation groups, where co-deciding definitive common positions, according to the rule of and integrated teams. consensus, has allowed to create and manage a vast area In the case of the Logistic Platform from Matosinhos a plan, such as the first Territorial Pacts in Italy and other Public works company and some companies specialised Urban Development Programmes; and arriving at a deeper in the management of logistic parks were involved in participatory method, consisting in a continuative and the decision-making process, with a particular focus consolidated procedure of co-decision during all the phases on the operating dimension of the project. Finally, of the local development process (planning, executing and in Porto the presence of a Jury of experts in charge evaluating), which has been increased during the EU 2000- of evaluating the proposals submitted within the 2006 programming phase. The practice of local forums competition envisaged in the initial phase of the project has given people a more direct control over the future of was considered part and parcel of the decision-making their territory, without overlapping the roles and tasks of the elected people who, on the contrary, have enhanced the process. legitimacy of their own choices upon any sensible interest artieSTRATEGIES ANDIV MODALITIES OF PROJECTP IMPLEMENTATION OF URBAN REGENERATION SUDEST Strategies 1– Regeneration of city-port interface and urban development. The document is then completed by a planning planning and sustainable development Project (PADD) 1a - Projects developed within the extent of a bringing a new kind of economy consisting into revision of the Municipality’s town plans “making” and “remaking” the city (preservation of The regeneration projects of the city-port interface buildings, development of light car traffic, functional are generally carried out as part of the document of mix, preservation of the landscape…). Moreover, in city planning in force: Plan local d’ urbanisme (P.L.U.) in Le Havre, as for a lot of exemplary European cases France; Piano regolatore generale (P.R.G.) in Italy; I Plano (Barcelona, Bilbao, etc.), the regeneration of the city- Director Municipal in Portugal, Plan d’ aménagement urbain port interface is part of a strategic plan known as in Tunisia. a “Master Plan.” This specific document defines the main In all the SUDEST network cities it is possible to notice guidelines for a sustainable and balanced development how the regeneration projects are essential components of the conglomeration. It decides the objectives to be of the document of city planning, which, sometimes, reached, locates the areas interested by the project and has been renewed or revised . In all cases it seems, determines the conglomeration development on a very therefore, that the traditional relationship “plan and long term (expiration 2020). project” is always reconstructed on the basis of a new order, “project and plan”. So, in Syracuse, the Porto As regards planning and project, the city-port interface Piccolo and Porto Grande projects have been discussed may be designated, according to the circumstances, as an in advance and they condition the general economy of experimental support for new methods. So, in Livorno the new P.R.G. An identical way of proceeding can and Naples the “innovative urban environment Plans” be observed in Naples, where the Bagnoli-Coroglio are operating as instruments destined to carry out an project plays, in effect, a leading role in the “Variant action by: of the western area of Naples”, while the project of - a concertation among the different actors of the modernization of the tram line in Via Marina is a project; strong element of the” historic Centre-eastern Area - a multidisciplinary and professional integrated Variant”. In such a way, Naples shows a new approach approach; of the planning, an approach according to which the - the search of a wider range of partnership arrangements 79 transformation of the city is no longer drawn up only between public and private; in terms of equilibrium and separate areas, but it is - a stronger popular participation to the project. considered, for the most part, in terms of dynamics and connections among different specific actions carried Naples: The Innovative Programme in Urban Areas for out on the territory. In this sense, the city transport Plan the projects of San Giovanni and Mergellina accompanying the P.R.G., is a planning instrument of The Innovative Programme in Urban Areas aims at primary importance. encouraging the experimentation in terms of organization of production processes of the changes in urban areas, on It is well to specify also that the conversion of the the condition that railway stations and ports are seen more Coroglio-Bagnoli area, by considering the surface of and more as new urban and territorial centralities. expropriated land (200 ha) and the project objectives, The goal of the programme is to improve the efficiency is carried out as part of an urban implementation Plan that and quality of such interconnection junctions and the is an instrument which allows an operating and sector- implementation in surrounding areas of a urban requalification, organized approach of the transformation of the project as an effect of the increase in value resulting from improved on a territorial level. The requirement for flexibility access and mobility conditions. As concerns the methods, of the urban planning requires a specific instrument, the programme aims at experimenting innovative methods particularly when a large scale transformations must be in defining the intervention through agreed planning, carried out. participated planning, for the management of the processes of local consultation, promotion and communication; the Also in Le Havre the regeneration of the city-port evaluation of economical-financial feasibility, for the gradual interface is drawn up as part of the town planning control of the feasibility during the whole process of project legislation in force. We notice the evolution introduced definition; the creation of multidisciplinary structures within in France by the “Solidarity and urban renewal” law the town government with specific external contributions. (2000) which proposes, by now, the new management In particular, the Innovative Programme of urban areas plans (town Plan, P.L.U.) as real projects of urban – as per the protocol of agreement dated 30 June 2004 Strategies SUDEST

between the Ministry of Infrastructures and Transports, the closure in Piazza Plebiscito (1994) to the agreement, in Municipality of Naples, Naples port authorities and Italian several intervention sectors of the local authority, of norms Railways – concerns the areas located along the coastline of and rules directly or indirectly pursuing the protection of Naples including or which might include interconnection historic centre junctions between public transportation on rail (existing and under construction) and sea transport, and in particular two Naples: Characteristics of Transport Plan areas identified as intervention areas, where the problems of A big planning process started in Naples in 1994 with the the relationship land-sea are top priority: Mergellina and S. Urban Planning Policies, which outlined new strategies aimed at Giovanni a Teduccio. the recuperation of urban quality, essentially by ensuring the widest possible spread of services and the strengthening of The projects carried out with regard to the city-port the public transport network. This definition has triggered an interface may be lead or conditioned by specific town integrated and coordinated planning process of the territorial lay-out and the transport system, which subsequently planning instruments which overlap and complete the translated into in the contextual preparation of the Variante existing system. For instance, as we can observe more al piano regolatore generale (Variant of the Master Plan) and the in particular in Porto, Syracuse and Naples, the Piano comunale dei trasporti (City transport plan), followed by management Plan of UNESCO has the function of the Piano della rete stradale primaria (Primary road network leading, contemporarily, the actions of rehabilitation Plan) and the Piano delle 100 stazioni (100 stations Plan). and development of the historical centre and of the Naples’s general urban development plan is a requalification waterfront which is strictly tied to this latter. In Naples, plan, as it does not involve expansion. Its main objectives the city transport Plan logics strongly dominate the urban are: the protection and preservation of the historical centre; port scenarios of reconstruction currently formulated. the development of a series of green areas which surround As regards Livorno, the actions for the regeneration the north suburb; the requalification of the coastal strip; the reconversion of the abandoned industrial areas; the of Northern districts have to integrate the guidelines requalification of the suburbs. provided by the infrastructures Plan. In order to be able to pursue this urban requalification objective, the city council has deemed it indispensable to Naples: UNESCO Management plan carry out a drastic reform of the mobility system, so as to “One of the most ancient European cities whose contemporary urban guarantee a uniform service in the whole city territory and 80 fabric preserves up till now the elements of its history full of events. adequate accessibility to the areas in which the large-scale The routes of its streets, the plenty of historical buildings characterizing urban transformation operations are scheduled and in the different ages give to its historic centre an incomparable universal areas in the historical centre, which are to be preserved and value, which deeply affected a large part of Europe and beyond its developed. boundaries”. In 1995 the inscription of the historic centre of Naples, as stated by PRG of 1972, in the UNESCO World Heritage List, 1b – An evolution of the planning instruments of as a site with extraordinary and universally recognized value, ports which encourages the regeneration of the corresponds with a new city management phase where a view city-port interface. of urban and building reclamation becomes established as The juridical statute of the port areas: a possible restraint to the an important opportunity to stimulate not only the cultural reconstruction of the city-port interface. development but also the social and economic development Ports, as cities, are spaces of extreme complexity. They of the whole city. are places of continuous change, submitted to the The aims founding the cultural and strategic choice of unpredictable rhythms of the international maritime UNESCO in the coordination work made at an international life. The exceptional development of the cruising traffic level, in order to make that a historical-artistic-environmental and the extraordinary intensification of the traffic of good is declared to be of universal value, may be indicated in containers constitute some examples of phenomena protection and valorisation. The UNESCO philosophy and then its action is obviously which, only fifteen years ago, were still hardly visible. to affect and produce virtuous behaviours identifying fields The port authorities, therefore, are bound by a time and ways of action which make the two aims synergistic and dimension that goes beyond the horizon of the short compatible. and medium term. Incapable of foreseeing how traffics With this in view, the city government has placed the historic will develop in a decade, they always resist the idea of centre of Naples in the resources to be protected with giving up some parts of their land property, even if particular care. Therefore, we passed from symbolic actions this is represented by abandoned areas. The present with great cultural and emotional impact, such as the traffic disagreement between the Municipality and Port of SUDEST Strategies

Naples about the future of the expropriated industrial and often expensive, need the intervention of specialized and port lands in the eastern area, shows a situation that organizations. may be found in a lot of other cities. - the “quality charters”, which are simpler, associate all Generally, the separate management of port and the actors of port community by a contractual obligation urban areas, justified by the technical imperatives concerning the realization of services. The actions are “more targeted and precise” (“customer service”, “shipper’s of the port function, has not helped, certainly, to guide”). promote an harmonious development among city and The port development plans port. Nevertheless, in France, in Italy, in Portugal, in Called by extremely changeable names (master plan, Tunisia and in Turkey the port domain is not “lawless” planning programme, town plan, operating plan, etc.), these (Schmit,1993) and the town planning documents are plans arrange the planning, the port requalification and the applied to it as anywhere. Mostly, the problem depends, distribution of the activities in their area. Since the 90s many really, on the juridical statute of the lands belonging, ports (sometimes forced by law, as in Italy) are provided for the most part, to the public maritime domain. with a new kind of document having no more only the form In such a way, because of their inalienability and of a list of modernization or expansion works, compiled imprescriptibility, the port lands can not be the object by considering the forecasts concerning traffic and port territorial asset. It is necessary to pay a particular attention of a limitative appropriation and they can be destined to the development of the relationships between port and only to the use by the whole community. Currently, city by encouraging a preventive agreement concerning the in various European countries, the port legislation areas destined to be reconverted, the compatibility between introduces a lot of measures which could authorize an port and urban functions and the location of the expansion urban reutilization of the public maritime domain or, as areas. in Italy, to encourage the elaboration of a port planning The plan of port urban development scheme prepared on the basis of procedures agreed, The plan of port urban development can be a component case by case, between city and port. of the plan of port development or a specific document of “master plan” type, elaborated by the port and by the actors The port planning instruments of the project, with the objective to lead the operation of The planning documents elaborated by the European ports urban-port reconversion. as a part of their development can be gathered in 4 categories 81 (Terrassier, 1998; IRSIT, 2004): Projects performed within an agreed urban-port plan The strategic port plan The international experience allows us to observe The strategic plan corresponds to an organization instrument that projects for city-port interface renewal can be of activities and port services, which is drawn up to carry out developed within a specific urban-port planning the port development by considering a context in continuous document: Hafencity master plan in Hamburg; Port Vell transformation. The strategic plan “aims to strengthen the master plan in Barcelona; Porto Antico master plan in position of the port on the market towards the competitors” Genoa; Neptune master plan in Dunkerque. Most of the by promoting its competitive advantages. The objectives to be reached, the more or less long expiration of which depends time, these documents are worked out according to a on ports (from 5 to 10 years), are fixed in consequence of partnership process between the port and the city and the elaboration of an analysis concerning the strong and are expected to define the new urban functions which weak points of the port activity in terms of resources and will be developed nearest the equipments (wharfs, positioning. The strategic plan implies the definition of docks etc.) made available after the end of a downsizing indicators to control the efficiency and the application of it – or even an elimination – of existing port functions. to the different spheres of the port activity. The value of such Their role is also to point out to population and a document is that of mobilizing the port community and, investors a concrete and clear image of changes. These according to the cases, all the local requests on a common programmes are thus supports for decisions, projects, project, while a clearly identified vision of port is projected. communications, which will have to be translated into The quality process Quality has acquired a fundamental importance for the port 1 In Barcelona the Port Authority is the basis of the initiative activity, because it assures the customer loyalty. The quality concerning the Planning Project of Port Vell. The Gerencia ur- process can be carried out on the basis of two different banistica Port 2000, a structure endowed with its own person- approaches: ality and created by the port, has guaranteed the installation - the “quality systems” are based on a “set of rules and and commercial promotion of the operation. Even if the job procedures”. These international rules, as the ISO commercial success of the operation is for sure, the urban 9002 or ISO 14001 certifications, because they are long players have strongly criticized its urban quality. Strategies SUDEST

operative and prescribed procedure in order to be urban sections of both Haydarpasa and Galata, for performed. which a very close future reorganization was established, For Italian port cities, the urban – port plan is a are equipped with a specific urban port scheme. This component of the new plans for port development document defines the new destinations for use and (P.R.P.). In Naples, Syracuse and Livorno it was frames the formulation of projects produced by the necessary, in order to work out this plan, to begin with Turkish maritime public society in Galata and by the a comparison between the city and the port within a State Railways company (Haydarpasa). port Committee, which was in charge of the document adoption. In Syracuse the co-operation between port Italy: a reform of the law concerning ports in favour of authorities, the commune and different local partners the establishment of a balanced city-port relationship was particularly active, and it has led to the choice of In 1994 an important reform concerning port legislation was simultaneously realizing the new P.R.P. and P.R.G. In undertaken within the law n°84: 1 – The old autonomous institutions for direction and too, the Coroglio-Bagnoli project is managed Naples management were replaced by Port Authorities, having within the PRP which is being worked out; moreover, competences limited to planning, co-ordination, promotion this project is based on a programme agreement between and control of port activities, now managed by private the City, the Port, the Bagnolifutura society and the players (terminal operators). Port Authorities are equipped Region in order to remove the littoral silting up and with a port Committee, that is to say, a collegial structure realize a new beach. made up by a minimum of 14 members, among which there The ambitious project in Le Havre was not realized are the representatives of the main territorial collectivises. within the field of a port directive plan having a “new This committee is in charge of the adoption of the three- formula”. Its elaboration and performance are placed year port development plans and the port directive scheme. within a “classic” urban and port planning, ruled by the 2 – Port Authorities have to equip themselves with a Port- planning scheme (PPS), that is to say a real planning scheme and will of balance and agreement, which also includes the not a simple list of works and expenses to perform. While virtual representation of planned changes in the most this document has to take into consideration the urban rules symbolic sectors (sector of 22 ha in Dock Vauban). in force, its own environmental capability is subjected to the The considered formula is that of a Protocol between the Environment Ministry for evaluation and to the Region for 82 City and the Port defining the different actions to fulfil on final approval. In such a way, by re-defining the document the interface and the concrete performance modalities contents and elaboration modalities, the law n°84 obliges (transfer of land, concession agreement, management the port and the city to adopt a concerted vision of their transfer for dispossessed lands etc.). development. In Porto-Matoshinos the projects performed on the city-port interface are dealt with on a case by case Le Havre: an “agreement protocol” between the city basis within the city and port urban documents in and the port The expansion of the port activity, the local economic force. However, the Porto-Matosinhos experience is development and the attractions of the built-up area urban exemplary if we consider how the communes and the functions are connected by close relations. Through their port were able to develop a real and common urban strategies, the City and the Port have to contribute to the port culture. Thus, despite its prerogative as far as consolidation of Le Havre as an international maritime city. the management of maritime public state property is This is the reason why urban and re-qualification reinvestment concerned, Leixoes port authority, when the aim of policies of some port areas should be the object of a concerted interventions is essentially urban, entrusts competences care. This concerns the so-called interface territories, which to the communes. Projects are therefore worked out occupy a privileged position on the margins of the stretches within an open dialogue among partners, with a high of waters closed to the city centre. While some of them are less and less characterized by port activity, others still consideration for public and environmental interests. guarantee essential functions in this sector. In Istanbul, planning modalities differs according to These spaces are therefore to be properly organized to host the contexts. Port development is framed in a port both economic and urban functions, stating the maritime strategic plan in accordance with the regional and identity of places and allowing the management of the port environmental Plans of the metropolitan area. The activities performed. system is completed, as for the other ports of SUDEST, In November 16th 1998, the commune and the port signed a by a port development plan deciding the extensions protocol guaranteeing the respective interests, allowing: for what concerns infrastructures and plants. The port - the definition of a new traffic plan (management of heavy SUDEST Strategies

motor vehicles traffic); London, and up to the three further strategic plans in - the adaptation of the land-statute of some parts of Barcelona and the revitalization of the metropolitan port property (development of residential and economic area in Bilbao (Rodrigues-Malta, 2001). It is important vocations). to see that these instruments do not replace traditional The City and the Port have established meetings for periodic town-planning procedures. Most of the time, it is a and permanent co-ordination and control of the protocol document in which the main guidance to be followed application. Taking in consideration the advancement of the development project, it is today necessary the elaboration of in order to get to an optimum development setting are a new protocol. grouped. Its objective is therefore to work out, through the integration of several parameters (work, training, Porto-Matosinhos: the management of a common transport, culture, etc.), a global balance scheme among territory means, actions, costs and to regulate the project times According to the Portuguese Law, municipalities have the between short and long term periods. The strategic plan responsibility of territorial management and planning, therefore aims to be an instrument for a future vision. although there are some exceptions. One of the few Among the cities of SUDEST, the only city which has exceptions is the Maritime Public Domain (MPD) that covers adopted this instrument is Le Havre. Called with the beaches and all the lands positioned by less than 50 meters generic term of “Master Plan”, this strategic plan is away from the sea or from navigable rivers. Most of the MPD is managed by the Ministry of the Environment, with the defined “a project of projects”, defining intervention, exception of the port lands or lands of port interest. That is scale and level sectors, changing in time. Thus, it the case of Matosinhos and Porto where the Port Authority, establishes actions which are essentially territorialized, on behalf of the State, proceeds to the MPD management. proposing consistency between the different projects The fact is, out of the physical boundaries of the seaport performed in the South districts. (already well settled), all the public domains are considered However, the notion of strategy is no less present in to be of both urban and environmental interest. the whole projects performed in the other cities. In Consequently, and always with the approval of the managing particular, it is present for what concerns the choice entity (the Port Authority), who is exclusively concerned with of “intervention parameters”, the opening to finance permanent public use of those spaces, the municipalities and programmatic opportunities, the high visibility have constantly been the leaders of the urban intervention projects. of planned actions, the importance given to territorial 83 In other words, the Port Authority and the municipalities marketing and communication, etc. In this sense have found a way to position themselves “one step ahead of the strategy is most of the times included within the the Law”, by handing over to the municipalities the priority project itself, a project imagined as a catalyst of positive of the conception and implementation of urban interest urban dynamics. In Naples, Porto, Matosinhos, projects, sited under the jurisdiction of port management Syracuse or Livorno, it is not to define general areas. objectives which will then be “territorialized” in the whole built-up area, according to political, economical 2 – A town-planning of strategies and projects and land opportunities, but to propose a “heart” whose 2a – Leading a city-port interface transformation pulsations will induce, through a sort of echo, dynamic with a strategic methodology effects and new strategic constructions (Rodrigues- In Europe the large operations for port –urban Malta, 2005). Projects are in this way thought as real reconversion are, most of the time, performed within “metropolis accelerators”. the frame of a strategy as a whole on a city or on a metropolitan area scale. This strategy can be formulated by the local players as a whole and formalized in a specific document called “strategic plan”. The strategic plan corresponds to a flexible instrument expected to lead and guarantee the realizations of long- terms town-planning operations and to offer a global vision of the transformation. In Europe this formula is today known as successful, starting from the Master The Euroméditerranée operation in Marseille is in such Plan, worked out by the Urban Development Corporation a way defined by the public body for planning which is in in charge of the regeneration of the Docklands in charge of its elaboration and installation (Bertoncello; Rod- rigues-Malta; 2001) Strategies SUDEST

2b – The city-port interface as a new urban and example of Porto is now particularly representative metropolitan centrality of the Commune’s will to affirm the objective and The waterfront, chief support for urban centrality symbolic centrality of the historical centre. Thus, while The action principles always corresponds to an the actions for housing, urban services and trade aim to identification of the objectives connected to the encourage inhabitants and economic activities to come intervention perimeters and to a projection of their back to the centre, the Douro banks re-qualification future on different scales: district, city, built-up area. In proposes new spaces for animation, for walking and any case, the urban-port sequences are identified as new for spare time, contributing to reanimate the port past centralities, defined by their functions, localization, their of the city. Despite possible variations, the same logic capability of polarization and positive interdependencies is the basis of the projects worked out in Livorno, which they may create among districts. Performing all Syracuse and Istanbul. this is particularly difficult. In fact, as underlined by C. In Naples, the Coroglio-Bagnoli area will shift from Chaline (1992), “centrality is perhaps the urban component an “industrial pole” situation, with the economic and which is most difficult to understand, control or develop, but it is social components all this means, to centrality. It is more than ever essential for the dynamic of every possible built-up therefore necessary to create a urban centrality through area”. a new functions plant, relying on the traces of an In Le Havre, the projects implementation strategy is activity which is certainly dismantled but still effecting based on the elaboration of two important concepts: very much the symbols and imaginary of the city. - the one of a “widened centrality”, that is to say Public interest expectations for the transformation are stretching the city centre as far as the St Nicolas therefore particularly strong. district through the construction of works in order to In Matosinhos too, the issue of centrality constitutes the overcome the Vauban and Vatine basins and through the core of present considerations. Taking in consideration implementation of very important urban structures. the preponderance of the port presence, it is necessary - the one of a “secondary centrality” consisting in to “inject” a certain quantity of functional mixing strengthening the centrality of the heart of different through the development of a selection of compatible districts through the creation of proximity public urban activities (public area; cultural and recreational 84 structures (media library, social centre) and the spaces) or in direct connection with port activities improvement of public areas (streets, squares, fronts, (research centre). etc). Even in Zarzis the question of re-defining urban Urban centralities built starting from structuring plants centrality is essential. The goal is in this case to create a In a pragmatic way, the creation or strengthening of the new central core through strengthening and developing urban-port centrality passes through the planning of the present centre, around which the whole of semi- structuring plants associated, most of the times, with rural districts will be articulated. The principles which public area facilities. are the basis of the creation of the new urban centrality Infrastructures as symbols of metropolitan renewal are the following: density with a high land occupation According to this scenario, the organization/ coefficient;multifunctionality (housing, offices, commercial development of transport webs constitutes an important activities, services etc.) in order to guarantee the centre component for interventions as, besides contributing animation; pluri-sociality with the will to favour social to the improvement of accessibility improvement, it mixing; accessibility, through collective transport and demands the creation of new elements: railway stations, pedestrian paths development through the control of bridges, tube stations, landscaped walks, etc. car traffic. As it is possible to see in the Via Marina, Mergellina SUDEST cities should in the same way reverse negative and San Giovanni a Teduccio projects in Naples, the residential dynamics, restore existing buildings and infrastructure and systems of transports become introduce new functions in order to start with functional pretext and mainstay, centrality structures, supports for reconversion. The principles enounced by Zarzis the revival of districts in decay, and for the articulation – accessibility strengthening, mobility improvement between both the city and the port and the different and functional and social mixing – are completed, territorial scales. In this way, the new tube station and where bigger cities are concerned, by the principle the tramline restructuring, constitute the supports for of re-centering the city on the city-port interface. The an ambitious project for the “passengers” section of SUDEST Strategies

the port of Naples reorganization. For what concerns for night entertainment (discos, nightbars, restaurants). interventions on collective transports and intermodal It is also important to underline the situation of Porto connection planned in the Mergellina and San Giovanni which, with the creation of the Music House (auditorium), a Teduccio sectors, they are accompanied by a more an architectural gem to celebrate the status as European general observation on life–style improvement, paying Cultural Capital in 2001, today has a cultural equipment particular attention to the creation/re-qualification of of a primary importance. However it is possible to public areas. see that the auditorium was placed in the northern Among transport systems, maritime stations too are margins of the historical centre, while lighter plants objects of concern, even if it is necessary to adapt were developed on the Douro banks. From this point them (Naples), or built them (Syracuse, Matosinhos, of view, Porto does not seem to surrender to the widely Livorno, Istanbul). The maritime station, which is a observed tendency - in particular in Genoa – of an real door between the city and the port, constitutes the almost compulsive replenishment of urban-port spaces most favourable structure for the long desired urban- with new urban objects. port centrality. Maritime stations, due in particular to In Naples, Istanbul or Syracuse too, where choices the large security norms, do not always allow free access are not conclusively established yet, the large structuring by the public, but we may however see a tendency to system is considered as a generator of dynamics which imagine a new system including public areas, exhibition have to change environment. While this thought, as it is centres and commercial activities. According to each possible to guess, is firmly rooted in decision-makers and single case, such as in Matosinhos or Syracuse, the ideas man discourses, it is however useful to question the programme is completed by an infrastructure assigned real effects of these realizations in terms of territorial, to pleasure navigation. temporal scales and in terms of the economic, social, Large urban structures for city re-qualification spatial etc. “structure”. The experience shows that, if Today, as in Bilbao, the method often chosen by cities the structuring system is dynamic, the effects are not is to provide the train of transformation with a strong automatic and are closely related to the context and the engine of the big structure type, whose architectural strategies developed by the players (Courcier, 2002). braveness will constitute itself a real event. These Therefore, speaking about the structuring effect of a creations aim to: large system at the present stage of projects realization 85 - change the site perception and image; by the cities of SUDEST, is still something which is to - define the sector centrality; be included within the hypothesis field. - mobilize local (public and private) players and attract public financing; - promote the image of a dynamic, innovative city and attract the attention of investors. Among the partners of SUDEST, Le Havre seems today the most advanced city concerning planning this kind of instruments: Centre of the sea and sustainable development, shows hall (Docks Océane), acquatic complex, Shopping Centre and leisure facilities (Docks Vauban). This new cultural-recreational infrastructure is completed with the inclusion of several nightspots  In 2004, the Nausicaa society, which groups the Commune, the Port, the Province and the Region, organized a huge ur- ban competition which was expected to: re-qualify the monu- ments area of the port; resume permeability works on the interface between the port and the Municipio square chan- nelling transit traffic tolerated by Acton street in the gallery; improve the organization of boarding/landing operations of ferry and cruise traffic. Even though the Michel Euvé group won the competition, the project has, up to now, been wait- ing to be implementation, and there is a high possibility that it may be abandoned. Strategies SUDEST

2c – Strategies committed to a renewed image of Prestige architecture and “international class” designers the city representation Observing the European scenery comes out that the Waterfront as a chance of renewing the city image creation of a strong urban image invariably requires Appearances, whether positive or negative, play an the carrying out of prestigious architectonic objects important role in planning projects. In fact, though faded which offers legibility and visibility to projects, by images, which have been created in the last decades, strongly connotating, at the same time, the city global often come out from a remote and most of times identity. It is so that Bilbao, a real communication city- mythical past, are however very present. The port crisis planning laboratory, is no longer the city of Euskalduna and the socio-economic decline which this crisis caused shipyards, but that of the new “Guggenheim” covered in some districts, have contributed to draw up a quite with a sparkling titanium covering. negative image of the city-port interface that is near to Such method, tested by many port cities with different that associated to the North European industrial and success degrees, has been now adopted by most of the mining waterfronts. The consequent result linked to the SUDEST network cities, whatever rank they have. In building decay, the presence of abandoned areas and Istanbul, the old industrial-port area of Kartal, on the pollution, is the main obstacle to investors’ interest and Anatolian bank, is object of a reconversion operation to the arrival of new inhabitants searching for housing. aiming to create a great tourist and leisure time centre, The negative image is therefore an obstacle to the whose master plan was committed to the architect Z. formation of “positive forecasts” which allow defining Hadid (S. Özgencil Yildirim, 2006). The city of Le and succeeding projects. In fact it is today confirmed that Havre, strongly characterized by the architecture of international investments follow national investments, Auguste Perret, today diversifies its references by calling particularly when image and reputation have positive up the competence of B. Fortier, great French city- effects. When a district’s image is perceived as being planning award in 2002, and by choosing J. Nouvel’s negative outside, it is also projected on citizens, who are team in order to carry out the nautical Plant and the “Sea considered not so much qualified at a professional level. and sustainable Development Centre”. As for the other This situation may involve other sectors too, particularly components foreseen in the Programme, their planning that of a culture of conflict and resistance to economic is ensured by worldwide famous teams (J.P. Viguier for 86 and urban evolutions which could create phenomena a hotel; B. Reichen for the business and leisure time of exclusion. The negative image can be shared by the center). The cities of Porto and Matosinhos have also citizens themselves, who may interiorize a sensation chosen the designers of their great structures in the of social distance and a feeling of banishment. This narrow circle of the international architecture “stars” interiorization does not make integration on labour (M. Solà-Moralès for setting up the City Park and its market easier and favours an attitude of self-retreat. connection with beaches, and R. Koolhaas for the The issue of “appearance” is today one of the main concert hall). These “designer” realizations are added themes related to image policy development, which to those of A. Siza Viera (Leiça da Palmera Swimming are addressed both to investors and to citizens, in the pool; Tea House Boa Nova, Faculty of Architecture, attempt to awake and to revive local pride. Le Havre etc.) already known at international level. shows this trend well, by choosing the slogan: “We are Turning to the important architecture names can be also proud to be from Le Havre”. The aim is to reverse the self- seen in Naples where the carrying out of the Afragola perception mechanism of bad reputation into good TAV railway station has been committed to Z. Hadid, reputation. This problem directly concerns port cities, the transformation of Piazza Garibaldi into “5 station which on the other hand have been the laboratory Distritc” to D. Perrault, the setting up of the Bagnoli for such problems in the USA. Therefore, the urban coast to R. Boffil. Moreover, and in a more original regeneration projects are also thought as powerful way, the city of Naples has paid particular attention in communication tools serving a double strategy: renewing creating the new underground stations by committing the city image outside by redeveloping a district which their designing to great architects or designers (A. Siza has a bad image in the city itself. The example for Viera ; G. Aulenti), and by raising the passage areas to the historic centre of Porto is very revealing because the level of art galleries, with interventions of artists it is a question of contemporaneously creating an who are chosen among the most highly rated in the international showcase for the city and a district which contemporary art market: J. Kosuth; J. Kounellis; M. its inhabitants appreciate. Pistoletto, etc. SUDEST Strategies

by the artistic critic Achille Bonito Oliva who placed his The tube of Naples: contemporary art showcase experience at this cultural operation disposal, an operation The realisation of the new stations for the Linea 1 of the Tube which takes its origins from the idea to overcome the constituted the opportunity to make art enter Neapolitans psychological barrier to enter the museum. daily life. The “Art Stations” projects were entrusted to Alessandro Mendini for “Salvator Rosa” and “Materdei”, to Domenico

87

The project created interest at both national and international Orlacchio for “Quattro Giornate” and to Gae Aulenti for level and the VII edition of the Biennale di Architettura di “Museo” and “Dante”. They have imagined the tube not Venezia has given wide room to it. just as a mere functional tool, but they have turned it into a Transition places, the so-called “non places” of public sort of renaissance yard, where every architect has worked in transports, became the framework of a cultural operation agreement with painters and sculptors, creating a deep tune involving a lot of protagonists of contemporary art, mainly between arts. Neapolitan. From an artist point of view, this operation was co-ordinated Within the Dante station, whose five floors have walls Strategies SUDEST

covered with crystals and finished with steel, there are Jannis is also the author of an original installation made up by Kounellis’ shoes and miniature trains, a sentence taken from coloured stings. the Convivio by Dante Alighieri which Joseph Kosuth wrote down using a shining neon, and a big mosaic by Nicola De In the SUDEST network cities, like elsewhere, Maria. the production of great urban structures with an In the Museo station hall, a copy of the Ercole Farnese done immediately identifiable signature, is a proof of the by the students of the Accademia delle Belle Arti and the original of the Testa Carafa, made available by the Museo local participants’ strong will to give new dynamism to Archeologico Nazionale were placed and it is possible to get the city. Since these works are “urban communication” there directly from the station. The path is completed with elements, they are powerful territorial markers and the photographs by Mimmo Iodice which are consistent with contribute to modify the city identity.. At this point the above-mentioned works. we must consider the urban identity coming out from Around the Salvator Rosa station, the buildings decorated these new realizations. In fact, we have to create one by Gianni Pisani, Mimmo Rotella, Ernesto Tatafiore, Renato which has at the same time a strong international echo Barisani, Mimmo Paladino, give huge vitality, matching and however is exclusive and singular by rejecting with the forms of the amusement park by Mimmo and standardized working out. The balance is particularly Salvatore Paladino, and the sculptures by Renato Barisani, delicate and the risk of banalization is great. On the Riccardo Dalisi and Augusto Perez. The intervention of requalification is completed with the ruins of an ancient other hand, we also have to consider the answers such Roman bridge which was brought to light and restored by realizations must give to the social question which is, the Archaeological Superintendence, some mosaics by Ugo initially, one of the main justifications for the urban Marano, a sculpture by Lucio Del Pezzo and an installation regeneration policies. Maybe, the question is to give by Gloria Pastore, which occupies the space created by the answers only in terms of induced effects? Missing a restoration of a small 19th century chapel, previously covered sound enough city project or the slightest regard for by brambles. Within the station, there are the works by Enzo the malfunctions justifying an action, do we not risk Cucchi, Luca Castellano, Raffaella Nappo, Fulvia Mendini, mistaking the “means” for the “end”? the installations by Anna Sargenti and of Perino and Vele. The second exit of the Station ends in harmony the urban art project. Mimmo Paladino’s moulds stand out of the 3 -Tools and indicators for the sustainability of 88 building front, creating an ideal wing to the spire in coloured actions and projects glasses on whose base the majolica by Enzo Cucchi stand With reference to the general definition of “sustainable out. The project concerning the Quattro Giornate station, development”, in the following we have analysed the with the new square arrangement, has given the space around key potentials and critical issues that have mostly continuity, giving young and old people a new meeting point characterised the pursuit of sustainability principles in the background of a park and garden arrangement intended in structuring the projects and in carrying out the as an extension of the meadow of the close stadium. Within procedures. At the same time we have taken into the station, the memory of the days in which Naples was set account the key sustainability objectives and indicators free is alive through the basso-rilievos and the paintings by used by in the different projects. Nino Longobardi, the fighting women by Marisa Albanese, As regards to and we the war and hunting scenes by Sergio Fermariello. Close to potentials critical issues them, the diapers by Betty Bee, Maurizio Cannavacciuolo, have distinguished among environmental, social, and Baldo Diodato, Umberto Manzo, Anna Sargenti, complete economic and financial sustainability. the exhibition of the contemporary art works. In general terms, it was highlighted how in Naples, The “Materdei” station opening gave vitality and prestige potentials are most of all related to the possibility to the beautiful Scipione Ammirato square, which was of reducing car traffic and, therefore, of improving turned into a pedestrian area and enriched with flowerbeds air quality. Another goal is the strategic role played and contemporary artists works: the spire by the architect by the reclamation of dismissed industrial buildings, Mendini, the ceramics diapers by Luigi Del Pezzo, the statue to be used for new public functions: in fact, this is a and floor decorations by Luigi Serafini. Inside the station, very huge and often unused heritage which could meet the hall is decorated with a mosaic by Sandro Chia and with some differentiated social needs. By implementing the the solids by Ettore Spallati, while a big mosaic and ceramics high-relief with typical themes of the Parthenopean culture, projects, the town could recover a “new relationship by Luigi Ontani, overhangs the moving staircases leading to with the sea”, since the whole historical centre has trains. At the platforms floor, the central passage is entirely no direct access to the sea due to the localization of covered with the polychromatic shapes by Sol Lewitt, who the commercial port and the road network along the SUDEST Strategies

coastline, which form an actual barrier between the town green areas and in the housing and social decay. In fact, and the sea. On the other hand, removing such a barrier although the town has a strong industrial vocation, is not easy and is critical importance. Also the need to there is still a high rate of unemployment and part identify areas suitable for bathing is a non easy goal to of the population living (due to a low level of school be achieved, at least in the short term, given the level of education or professional training) on a poor wage. As pollution of waters and the presence of contaminated concerns the world of enterprises, besides the many sites. Also the problem of traffic is difficult to manage, successes reported, it is worth mentioning the difficulty due to the unbalanced ratio of mobility by private cars of diversifying economic activities and attracting new and by public transport. The completion of Line 1 of investments. the Underground should give a positive result, as well In Istanbul, the attention is focused on the preservation as the project relating to Via Marina Requalification. of buildings with a historical and architectural value and In Syracuse, potentials are mostly related to the fact no the growth of job opportunities, not only in those that, being a relatively small town, there is a low rate of sectors closer to port activities but also in the related criminality as well as a low labour cost and, in general, services (congress and business centres, theatres, etc.). a low level of conflict. At the same time, the territory On the contrary, Zarzis aims especially at increasing offers highly skilled labour to be hired to promote the economic activities related to port activities, by planned urban transformations. favouring new investments (also thanks to a number of Besides the positive factors of the natural and cultural tax allowances by the State) and commercial exchanges landscape of the city, we need to point out also some with foreign countries. Taking into account that among important criticalities at environmental and social level, the most important problems there are related to a which refer to the presence of pollutants in the port high unemployment rate (also among graduates) and area and oil mills in the metropolitan area, to the weak to a low per capita income, the government gives aids local entrepreneurial system (mostly made up of small and subsidies especially to favour the most skilled businesses), to the poor efficacy to support public employees. Other criticalities have been identified institutions, as well as the lack of professional training in the lack of a real tradition in the establishment of especially in some productive sectors. economic activities, in the lack of funding and in the In Livorno, the potential is a better organization of lack of specialized jobs. 89 urban connection infrastructures, in order to improve The most important potentials identified in Porto are the mobility system besides the requalification of non those relating to landscape improvement, to urban residential areas inside the town. A critical issue seems regeneration and to the development of trade, tourism to be correlated to the separate planning between the and tourist activities. At the same time, we need to several public and private players (Municipality, Port point out that the problems relating to the pollution Authority, Italian Railways), which does not favour of Douro river and to urban pressure, as well as the the synergy of the various actions and, hence, the accessibility, the lack of investments and the property achievement of the expected goals in a more effective speculation can act as obstacles to the performance of and efficient way. projects. Le Havre potentials are identified in its own history In Matosinhos, the several projects proposed identify and its own urban character, among which it is worth the quality of landscape, the creation of new socialization mentioning: the historical and architectural heritage spaces and the establishment of new economic and dating back to the 19th century; a modern architectural leisure time activities creating new 5,000 jobs among heritage built after Second World War, which has the potentials. Also in this case, the problems relating included the town in the “UNESCO world heritage”; to pollution (caused by industrial activities), the lack of a strong mix of urban functions (residential, services, investments and the possibility of property speculations leisure time). As regards the economic aspects, there are the main criticalities. is the presence of 1,000 businesses which hire 17,000 As it has been analyzed in terms of potentialities and people as of today, the existing industrial building, the criticalities, sustainability objectives have also been strategic location of the town and, hence, the appeal ranged into environmental, social and economic- to establish new businesses. Some critical issues are financial ones. identifiable in the decrease of commercial activities It must be observed that the environmental in the areas around residential zones, in the lack of sustainability goals that have been identified refer to Strategies SUDEST

a notion of the environment taking into consideration the economic growth. A common denominator is also both natural and anthropic aspects. represented by the revival of the relation between the Social sustainability includes a series of different town and the port, which has often been lost. goals, referring in general terms to the relationship The indicators, differentiated according to the three between the community and the context that is going sustainability principles, can also be referred to some through a transformation, with a particular focus on common issues, characterising the different procedures. quality of life. In some cases, it is extremely clear that environmental The objectives of economic and financial and social themes overlap as well as social and economic- sustainability refer to the need of conceiving financial themes. One of the most serious criticalities is development forms that are well rooted in the context probably due to the fact that, with reference to each under investigation but having, at the same time, the context, it is not always possible to clearly differentiate capability of embracing innovation in all its forms. the issues. So, the need to improve the system of transport and In general terms, we can state that the environmental accessibility (for example, by decreasing the private car sustainability indicators refer to the quality of the traffic and increasing the public transport on rails) is context and to its relationship with the resources; that among the priorities of Naples, Livorno, Porto and the social sustainability indicators refer the liveability and Matosinhos. the system of the material and immaterial relationships; From an environmental point of view, the reclamation the economic-financial indicators refer to the economic of contaminated soils, the reduction of pollution in all dynamics and to the development potentials. They its forms, urban regeneration, the re-use of dismissed are strictly connected to the sustainability objectives buildings, the creation of green areas and the valorisation mentioned above. of the landscape, are some of the goals identified by all towns, even though in different way according to the features of every single local context. In the experiences in Zarzis, Porto and Matosinhos, it is clear that attention is given to the issues relating 90 to energy saving and energy efficiency, as well as the management of wastes and the use of models of sustainable development. From a social point of view, in Syracuse the need to favour integration must be underlined, whereas in Zarzis the reduction of poverty is one of the main objectives. Furthermore, the need of a bottom-up decision-making process open to the community thanks to the direct involvement of citizens, therefore developing synergies between the several public and private players, is sought in the experiences of Naples, Syracuse and Le Havre. As regards economic issues, the goals relating to the growth of employment and per capita income, the improvement of services and leisure time activities, as well as the involvement of the third sector, have been identified in all experiences. In this sense, we can notice that, unlike social issues which are more influenced by the several degrees of welfare characterizing the various countries, the environmental and economic goals are quite similar. They point out the need to assure and favour economic development and, at the same time, to requalify and valorise the existing environmental and cultural resources that can act as a driving force for

artieROJECTS IN PROGRESSV PPACTIONS AND RESULTS SUDEST Projects 1 – City-port interface: cruising and urban tourism This phenomenon does not concern only southern All city-port interface regeneration projects equally ports or those relatively cut off from the flow of goods, favour a functional space mix. As previously described Rotterdam has just entered the cruise market which and analysed, the transformation is produced first until then had not been present in the great North of all by actions aim on a physical and city planning “marketplace”.. In the same way, Le Havre today aims dimension: to support the development of this kind of traffic. - improving the quality of transportation (Naples, However, attracting this kind of activity means a strong Porto, Le Havre) involvement of the cities. In fact, being included in the - creating new residential buildings (Le Havre, Naples, tourist routes means that ports must be reliable, but Zarzis) and revitalizing old ones (in all the cities); also the guarantee of the “global quality” of the stay. - creating quality public areas and interventions for The economic spin-off of this kind of activities may improving the existing urban environments (Le Havre, vary from 1 to 10 depending on whether the city is Syracuse, Porto, Matosinhos, Zarzis); only a transit point or a destination. From this point of - offering new street furniture elements and, more view the problem is not so different from that of the particularly, cultural and amusement facilities (Le Havre, port added value. Anyway, cruise tourism presupposes Syracuse, Naples, Porto, Matosinhos, Livorno). that local political powers intervene more strongly in Quite paradoxically, as stated in the projects presented constructing the reputation and the image of the city. by the SUDEST cities, that cities today are planning Several SUDEST network cities (Naples, Istanbul, Le their rebirth is mainly due to the development of Havre, Porto, Syracuse) benefit from the UNESCO new urban economic activities. Even if Le Havre, recognition, thanks to the action of their municipalities. Matosinhos and Zarzisare developing projects in the Achieving this “mark” multiplies by ten the tourist field of logistic activities, by comparing investments frequentation simply due to being registered in the list carried out or planned today, we have the proof that of sites considered “World Heritage”, which ensures expectations and hopes of these cities reside elsewhere, their collective acknowledgement of quality, and even and particularly in cruise traffic, urban tourism and fun specificity. The development of the cruising industry shopping sectors. is equally strictly linked to level of the territorial and urban infrastructure. The presence of an airport which 93 1a – Steamers in the city hosts a high number of airlines and particularly the Cruise shipping has become a new market niche which existence of intercontinental connections; the size supports the port basis also represents a function and standing of the city’s hotel infrastructure; the necessarily involving city and port, concerning location quality of connections between city and inland beyond and modalities, and the creation of the development the services ensured by the port structure: these strategy. components determine the classification of the city as In the last ten years the cruising market has literally “terminus” or “port of call” by the shipping companies. exploded and every year more than 10 Million people On the northern shore of the Mediterranean sea, the embark on cruise ships, with a growth rate of 8% competition among Barcelona, Marseille, Nice and per year until 2010. Once the historic decay of the Genoa for the election as “termninus” is particularly passenger transatlantic transport had condemned the heated, because this would mean a greater creation of future of the great terminals and deeply damaged wealth thanks to the longer stop of cruise passengers in the liveliness of docks and port districts, the traffic, the city. In Barcelona the growth of the cruising sector limited in most cases to ferries, is experiencing a real has been particularly stimulating for investments in the rebirth today. The numbers indicated in 2007 within hotel sector. the Miami Seatrade exhibition, the most important Moreover, cruise tourism favours cooperation among international exhibition of the cruise industry, allow us cities. In fact, the frequentation also depends on the to evaluate the importance of this sector worldwide: an insertion in a “path”, that is a network of cities which investment of 19 Billion U.S. $; an economic spin-off cultivate convergent interests. The success consists of 29 Billion U.S. $; 560.000 jobs. Moreover, we must then in globally connecting the city by trying to avoid not forget its effects on the shipbuilding industry, with banalization, while the other problem is to obtain 98% of realizations ensured by the European shipyards reassured and rationalized “tourist enclaves” which (Fincantieri, Meyer Werft, etc.). do not however exclude local citizens. The cruise Projects SUDEST

passengers’ terminals are, in fact, more and more Le Havre and Zarzis, allows us to observe contrasting separated from the city and from the remaining port, situations in terms of assets and experiences: while the circulation corridors can make the sensation - the city of Naples still benefits today from the very of urban fragmentation worse. On the other hand, there lively descriptions of the European Grand Tour period, may be a conflict of image and use of spaces between which were spread through literary works as well as from tourism and industry or logistics. The solution could those wonderful postcards which are its “views”. Often include flexible structures which, for example, can also presented as a “Paradise ruled by devils” and, therefore, be used by the city residents. Besides, the frequent as a singular city to be discovered, the economic, social changes of activity should lead to the acceptance of and political situation which was catastrophic at the the temporary dimension of such structures. We must end of 80s had lead to the breakdown of tourism take into account the possibility to build terminals in a and the city has become a simple place of transit for reversible way. The cruising market thus sums up all the voyagers going to the islands (Capri, Ischia, Sicily) or complexities involved in urban regeneration policies. a stop off on the way to the visit of the archaeological sites of Pompei and Ercolano. Since 1994 the actions Syracuse: development of yachting and sailing for a mix of the new municipality, aiming to re-establish the of functions between city and port “liveability” of the city, together with the actions of With the re-qualification of the docks for the berthing of the private associations to valorise monuments and cruise ships and of the wharfs destined to big yachts, along with the special city-planning interventions carried out to the Programme Agreement already signed for the realisation receive the G7, have helped the tourism to recover. It is of the tourist port, the city of Syracuse is achieving, during a period of three years, a series of infrastructures which will also true that the city has several assets: for example an contribute to a stricter integration between port activities extraordinary architectural and urban heritage, as well and tourism and, at the same time, greater benefits for the as a real art of living, in an incomparable colourful and port territory, through the re-introduction of economic chaotic environment. activities to the city. This relationship fully depends on the Culture and heritage are relevant assets” for the city special position of the harbour basins, which are situated of Porto too. A destination appreciated by European in the very heart of the city and where, historically, all the scholars and intellectuals, the city is already experienced 94 activities belonging to the settlement model of the Euro- in the field of cultural tourism. The Lisbon Universal Mediterranean urban tradition have been developed. Now, Exhibition and the status of “cultural capital” given to by returning to such an historical model, but revisited on an Porto, have jointly favoured the qualitative discovery innovative note, Syracuse aims to improve its consolidated development model for a progressive recuperation of of these cities by large audience and Porto tries to degraded and disused building heritage with a declared eco- successfully perpetuate their effect on tourism. cultural tourism purpose, linked to an encouragement of - In Zarzis, like in many coast cities of Tunisia, tourism a possible coexistence between urban traditional activities has a dominant place in the local economy. It is an almost (residential, traditional commerce and services, crafts, social exclusively bathing tourism characterized by large hotel activities, etc.) and tourism entrepreneurial activities (hosting, complexes located on the sea shore. However this entertainment, culture, advanced trade and services, sailing, activity is subjected to considerable competition caused yachting, etc.) that, in the medium and long terms, will be by the continuously evolving worldwide offer. The aim able to generate welcome new activities. of Zarzis, differently from the other cities, is to prevent local economy from being extremely dependant on 1b – Urban tourism: a coveted sector tourism and to requalify the offer with a qualitative leap Urban tourism is an economic sector where today all of the hotel structure and with the proposal for new SUDEST network cities invest. In fact, the development activities (such as thematic tours). of cruise traffic, the development of week-end - The situation of Le Havre definitely contrasts with “discovery stays” linked to leisure and the impact of those of the foregoing cities. In fact, it is a middle- the business tourism on the local economy, are as many sized city, characterized by a working culture and an positive factors favourable to turning the city into a architecture of a rebuilt city which is not completely “destination” (Rodrigues-Malta, 2005).  It would seem that after giving an unbearable beauty to the Contrasting situations city, nature would mitigate its work by populating this heaven The comparison, restricted to the cities of Naples, Porto, with devils; in B. Croce, Uomini e cose della vecchia Italia, Serie I, Bari-Laterza, 1927. SUDEST Projects

“recognized” yet by the wide audience and by the the increase of tourist flows in its narrow streets. Dealing citizens themselves. It has no tourist tradition and is with the tourist development question according to still today out of the great cruising circuits. The Haute- the prospect of sustainable development, means to Normandie coast is one of the less attractive French favour its growth, generating work and wealth without coasts, and this is attested by the fact that the Region is at forgetting the local population needs and interests, the national 19th place out of 22. Moreover, significant particularly those of the more fragile populations. connections between the city and the national and international transport networks (airport; high-speed Urban and port heritage: a fundamental component for city-port train) are missing. In this context, urban tourism is interface tourist placement taken into account only in specific sectors (amusement, Tourism heavily conditions the city’s physical and trade) or niche sectors (XX century heritage). city-planning transformations. The value scale which As a rule, urban tourism is a preferential component will designate places to be pointed out and decisions of urban regeneration policies because it is able to lead concerning new architectural and city-planning to powerful multiplying effects on the local economic creations, will take into account the desired image development, in particular by creating a “cheap” job of the city just depending on tourism. At this point, offer. Tourism also favours urban quality improvement the urban, industrial and port heritage becomes a through the revaluation of buildings, landscaping component favourable to achievement a special place of new public areas and an increased offer of public and a new experience for visitors. If for some cities transport and structures for leisure time. However, like Naples, Porto, Syracuse and Istanbul, the we cannot ignore the limited or even negative effects presence of an extraordinary “historic” urban heritage of tourism on the city, if we consider the tendency allows them to reinforce their tourist notoriety, other to expropriate districts “intended for tourism” with cities like Le Havre and, to a lesser extent, Livorno, regard to the more fragile resident populations. This have problems in enforcing the “beauty” and the “the exclusion is linked to the rise of land and estate values, artistic and cultural interest” of their buildings. The competition with other practices and uses, the change solution which has been taken into account for these of urban time scales replaced by new rhythms often cities is to valorise the port heritage often perceived not compatible with ordinary life. Such effects must be by the “urban population” as a “strange” disorienting 95 taken into account with particular care in port cities, space, and to include it in the indefinite field of culture because the old districts linked to the port generally have and amusement, by subjecting it to the dynamizing the necessary assets for the tourist development and effects of one or more urban wide-range structures. In at the same time concentrate low income populations, Le Havre, a city 80% of which was destroyed by the as we can see in Porto, Naples and Syracusa. The Second World War bombings, the port and industrial situation of the Barcelona historic centre, subjected heritage, the main architectural historical inheritance, to heavy regeneration interventions since the end of is given a strong sentimental value and memory and 80s, is an extreme example of such negative impacts, the buildings and port structures are almost regularly if we consider the radical transformation of its social subjected to preservation and valorisation. The issue is structure, the exponential development of anomalous obviously to reuse those large buildings as well as to trade, bars, restaurants, the importance of night life and absorb such volumes in a middle-sized city. The risk,  like other port cities, is to create oversized structures Aval -INSEE. Lettre statistique et économique de Haute-Nor- and facilities which can hardly become profitable for mandie, INSEE, Gennaio 2007,  By evaluating urban tourism impacts, S. Fastein (1999, 2005) both public and private sector. compares the arguments developed by supporters and de- tractors. In matters of employment, the detractors denounce Fun shopping on waterfronts the scarce quality of the higher number of jobs offered by In the same way as the cultural function, which prefer tourism (low remuneration, precariousness, heavy schedules, to invest without much difficulty in port spaces and seasonal variations, etc.). However, without refuting criti- buildings, the commercial function can also support the cisms, we should remember that job quality is not a feature maintenance and valorisation of the major historical related to tourism industry. With reference to the studies of D. Gladstone (1998), S. Fastein insists on the importance of  In the field of urban tourism, the city of Livorno, though its structure (organization, control and accompanying with its historical and heritage interest, must come to terms with official guidelines, etc.) the overwhelming competition of Pisa, Florence and Siena. Projects SUDEST

port structures. North American experiences have between city and port concerns the creation of new proven the commercial function role in succeeding urban places which are as near as possible to waterfronts, the waterfront reconversion interventions by pointing the restoration of the access conditions to the sea is out the concept of Festival markets developed by very important. Rouse Cie and duplicated along many historical over In Naples, a “city which is no longer washed by the Atlantic waterfronts (Boston, Baltimore, New Orleans, sea”, expectations are, therefore, very high for the Toronto, etc.). This kind of trade, which combines access to the sandy shore and for bathing activities. shopping and leisure, is today much developed by the In the project for regenerating Bagnoli this is a central European industrial and/or port city decision-makers, component, and the main guarantee of the local public who propose it as a lever for large urban projects. So, interest in future transformations. according to experts, while the known forms of the Sea-bathing activities are also relevant in Porto and large-scale retail trade - stand, neon and shopping cart Matosinhos, where the port and the city give particular – are becoming obsolete, the “abandoned port” areas care to the beach and the improvement of the related offer the opportunity to make the trade infrastructure public areas. Summing up, in these tourism projects of the city core dynamic again. Combining middle- in the city-port interface, the aesthetic potential of upper class trade activities, specialized in fashion waterfronts and port structures combines quite skilfully shops (sport, nature, wellness, home furnishing, etc.) with the landscape potential of “natural” spaces, in with environments having strong identity (heritage, order to diversify the city image: port city, trade city, sea architecture, sheets of water, landscape public areas, city, historical, artistic and cultural city. etc.), is a completely new urban focus. These spaces are then presented as places of conviviality and leisure Porto-Matosinhos : management and valorisation of (frequently associated with a multiplex cinema), quality the seaside of city life, but also as a “hinge” between city and port. One of the responsibilities of the Port Authority is the Among the SUDEST cities, Le Havre only aims to Maritime Public Domain Management. Due to the urban areas adjoining neighbouring of the whole territory, the effective develop such infrastructure by reconverting the Vauban competences of the Port Authority are limited to the beaches warehouses into a trading complex with a new formula. and to the areas that still hold complementary functions to 96 However, also in Naples, where the reconversion the port (shipyards, fishing and nautical recreation). project for the ex-industrial site of Bagnoli is still to be The Port Authority management of the beaches includes the consolidated, there are good possibilities that this will following: be taken into account and promoted. Artificial beach replenishment –dredged gravel from the interior area of the port, usually of good quality sand, is Le Havre: a fun shopping activity on waterfronts spread on the beaches, as well as the sediments settled close The aim is to developa trading centre that is complementary to the piers of the Port of Leixões is taken from the beaches to what is offered in the city centre, in order to create two of Matosinhos and Leça; non competitive polarities, thus favouring the realization of Concessions the bathing areas – include beach bars, security a balanced “hyper-city center”. and infrastructures to support bathing; 66.000 m² docks are today turned into a commercial pole Beach cleaning. specialized in environment, sport and amusement sectors: The beaches in Portugal, with permanent free access to the - a 6.000m² botanical centre with tropical greenhouse; public, will keep their environmental functions. At Leça da - specialized sport centres (sportswear shops, sport Palmeira it is expected, by 2008, 4 beach bars should be associations, boat sale), bowling, restaurants; concluded. - amusement, culture, furnishing and do-it-yourself centres; Concerning the Matosinhos beach, the Port Authority - a multiplex cinema with 10 - 12 screens. decided to build up a beach plan (already in progress), which Timescale : April 2007 – November 2008. identifies locations for the beach bars and infrastructures (3), the surf schools (5) and two facilities to be promoted by the Sea and beaches as resources Municipality. All these should also be concluded by 2008. In port cities the beach component can be a real strength Projects have to be approved by the municipality. for both urban tourism development and quality public areas for citizens. As for citizens, it is important to point out that if the demand for a renewed relationship   We refer in particular to the arguments of Ph. Moati, L’ave- Title of the A.M. Ortese’s novel, Il mare non bagna Napoli, nir de la grande distribution, Odile Jacob, Paris 2001. Rizzoli libri, Milano, 1975 SUDEST Projects

2 – Responding to the resident populations Belonging to a territory does not prevent an enterprise expectations from being delocalized, and an innovation in a port city 2a – Enterprises and job can be deterritorialized. This can bring again to separate The economic difference following the port activity employment from port activity. or even hiding behind the traffic statistics, means that From this point of view, the history of MSC is an the port city must be considered as a complex entity. example: this firm can be considered a territorial Understanding how to behave in this kind of system creation because it was founded in Sorrento, in the gulf means understanding how to change it. We refer of Naples, was managed at a family level and much of back then to theories about industry: the theory of managerial staff comes from the region. MSC, however, innovative environments. Behind an innovation there has moved its company head office to Geneva and only is often a network of participants, of firms which are some technical services have been left in Naples. On able to cooperate formally and informally, by sharing the other hand, MSC is an important actor of goods a “common lot” and often a common culture. Such transport and cruises, and is about to become a leader elements are fundamental and allow passing from the in this sector too. In other words, there was a loss of simple spatial closeness, from juxtaposition, to the jobs for the city, jobs created based on the competences mobilisation in favour of a common development. and sociability that are typical of this place. Examples of such kind of productive organization are In the French case, a considerable part of the port the famous districts of central Italy which managed to employment chain is located in the region of Paris. successfully integrate in the international trade. They From this point of view, urban regeneration is also are networks of strongly localized firms which use the the problem of maintaining or recovering jobs, shared regional identity as a resource in negotiations. before they vanish toward less maritime areas or to In big port cities we find these strategies again, even another metropolis. We have probably to be more if there are surely remarkable differences; particularly afraid of the superconcentration of jobs than traffic concerning the importance of public infrastructures. superconcentration. One of the success indicators The idea is that regeneration, like technological then is the involvement of enterprises established at a innovation, involves a series of different participants. local level and, beyond this, the dynamics of enterprise A successful regeneration always follows the production creation. We have few data available on the demography 97 of something new and, from this point of view, it is of enterprises in the SUDEST network cities, but if actually an innovation process of the built area and regeneration should result in creating enterprises, it in the shape of the city. The question becomes then a would be probably one of the safest indicators for more or less profitable cooperation among the various projects to succeed. territory participants in creating a renewed city. Such urban transformations cannot ignore some economic 2b – “Gentrification” or the “reversed memory” imperatives (the history of XX century sufficiently effect shows the limits of such an approach). However, the “Gentrification” designates a modification of some necessary cooperation goes far beyond that between districts “social” composition, which is the contrary of the city as an institution, the municipality and the port the previous movement (spatial mismatch and spatial authority. It must involve citizens, enterprises and trade separation). Though such process has been initially unions in a port community, of which the northern observed as a spontaneous phenomenon, it can be an cities give examples analyzed in other contexts. intermediate, or ultimate, result of urban regeneration. Urban regeneration intervenes then in a sphere where It is described as the settlement of well-off families cooperation de facto already exists, but it is somehow in quarters generally inhabited by humble people, hampered by the weight of the past, or it must be particularly belonging to working-class. As a mobilized towards new projects. consequence it is the contrary of a “memory effect”, This policy aims to transform a territory, somehow since it is a very important change from the past. inherited, into an institutionalized territory where Anyway, like previous mechanisms, the “gentrification” procedures are stated in order to make it a becoming may be linked to industrial crisis, particularly in a territory, an actual project. It is therefore an innovation quarter already neglected and impoverished because of by itself aiming to stimulate, to allow other innovations, unemployment. In this way the crisis may become lead in order to create new jobs. to a transformation of the population. Projects SUDEST

The “gentrification” process is pursued, since it is in the city and near the transformed quarters. As a one of bases for renovation policies but, in the same consequence this phenomenon does not depend on time, it is also discredited. It is pursued to increase the economic modifications. It is about the problem of the density of the population in the centre of the city new harbour works and the general economy of these or the quarters near the old harbours; in this case it areas, which is not only explained by maritime activity. becomes a strategy to fight against the reduction of We can find again the previous observations about the urban population. It is also pursued to develop a innovation. The “gentrification” cannot be separated residential economy, in the hope of leading to activities from innovation considered in a wide perspective, offering services to the inhabitants of the quarters considered not only from a technical point of view, but where the need of new employment possibilities is also for the construction and invention of a heritage. very relevant. Lastly it is pursued to change the image 2) Cultural elements: the renovation through of some quarters, thus attracting the investors. The “gentrification” presupposes also that the tastes “gentrification”, considered from a positive point of of families change. Opportunities to profit from view, is a process tending to create a “social mix” and employment and land values do not seem to be involving the creation of a social balance. sufficient conditions. The harbour bourgeoisie and middle classes, both in Northern and Mediterranean The “gentrification” process has also negative cities, prefer to live in the suburbs, near beaches or hills consequences and that is because of different reasons: far from their place of working. The gentrification of it chases away modest inhabitants from central quarters, historical harbour areas quarters involves the will to thus pushing them towards confined areas giving way keep away from traditional locations. Probably it is about to feelings such as Nimby (“Not In My Backyard”) new groups, since traders and forwarding agents tend to blocking traditional harbour activities near these stay away from these territories. It seems anyway that quarters. Lastly, the “gentrification” may destroy social the location of cultural activities and education bodies networks protecting citizens with a lower income. From are essential elements in the choice of “gentrificators”. these multiple possible consequences it can be deduced The mix of interfaces is really a novelty. that the confrontation among the harbour cities is very 98 useful to distinguish the positive effects from negative After accepting the fact that to emerge in this field ones and understand which are the conditions needed to cities have a limit for manoeuvre which they do not make the first to have more influence than the second. completely control, the only way to progress seems to be the confrontation among harbour cities. The It is not always possible to dominate and foresee the general increase in building prices is an important “gentrification” process. Researches about this topic element to be considered and it is clear that a strong show the combination of two conditions, the first stock market modifies the sociological impact on some one concerning the land, the second one the actors. In neighbourhoods, independent of municipal policy. other words the “gentrification” may depend upon the If there would be a reversal in the trends, the final municipal policy, as a consequence of the building of result of some policies, elaborated during the increase new structures or incentives for building renovation, but period, could be jeopardised. In fact it is possible to includes also the presence of “gentrificators”, in other notice, generally, a convergence of prices according words families that choose to live in these particular the quarters, in the bullish periods, followed by a new quarters instead of the residential areas classically difference of variations in the fall (source OCDE). inhabited by families with a high income per head, both The data in this context are very poor and different, in the centre and the suburbs. It is necessary also that but it is possible to observe that the increase of rents in this new group reaches a critical dimension in order to Porto, in the years before the realisation of the projects activate a real process of changing the spatial division (1991-2001), is lower than the average of Portugal of population. (134,8 %), even though it reaches almost 90 % in This social group underlines two favorable elements : Matosinhos and Porto (source: socio-economical table of Porto). Therefore we can suppose that, before the 1) Above all the expansion of the service industry: regeneration projects, no particular increases in these the emergency of “gentrificators”, is currently linked quarters were registered, since the land price followed to the creation of new working possibilities both the global, national increase. So it will be interesting SUDEST Projects

to continue the observation of the phenomenon, to housing alongside the regeneration process. measure the possible impact of these interventions Far from being only an obstacle to recuperation, the on the land values, which can be noticed over the temporary habitat may in this way, be considered as general developments. It seems that this was the case a spontaneous starting point towards the regeneration in Le Havre, in the southern quarters involved in the of some unused areas and may also offer a transition regeneration projects, but also in this case observations solution, useful during the urban reorganisation. In the must continue. end, it is also an indicator of population movement.

2c – The short term habitat and the temporary uses 2d- The degree of attention to the environmental of the city/harbour interface component For some years it has been possible to observe a The environmental dimension has been considered a growth of short term dwellings in Europe. This is the main objective of the different projects; indeed many phenomenon involving harbour cities, in particular, expected results refer to the environmental dimension some of them for a long time (Naples), because of of sustainable development. In general, it has been their micro-political and physical divisions, creating noted that the expected results of the projects can internal frontiers and lands with ambiguous statutes, vary according to their expected duration, that is favourable to ‘informal’ employment occupations. short, medium and long term. Referring to the three Another factor contributing to the increase of the cases, the experiences made in all the cities have tried short term habitat phenomenon is the status of “transit to purse the goals that somehow are inspired by the places” of migration flows of the harbour cities. This concept of sustainable development. This means that phenomenon refers to the changing functions of the goals that have been identified try to pursue goals harbour cities. The majority of SUDEST cities signalled such as protection of the environment, social equity this type of housing near or in the project areas. The and economic efficiency in an integrated manner. southern quarters of Le Havre hosted some “squat” In the Naples experience, the short and medium apartments illegally occupied before the realisation of term goals refer to an old problem of the town, projects. In Porto and Matosinhos, there is also very that is, traffic. In fact, Naples is a town rich inrail acute statistical knowledge of the phenomenon. The infrastructures and, at the same time, it is incredibly 99 Matosinhos case is relevant, since the rate of the “non congested for car traffic. To tackle this paradox, the common habitat” concerning the city is the double of municipal government is carrying out a process of Portugal and Porto; 1% in Matosinhos, against 0.5% for integrated planning of the transport system, aimed at Portugal, 0.4% for the Northern area, while in Porto reducing the congestion of private traffic which is one 0,6% is registered. Short term dwellings habitat have of the most important obstacles to the economic and particular functions: it offers apartments to temporary qualitative development of the town and, hence, to the or mobile workers (also employees in urban and naval valorisation of the urban and historical environment. It building yards) and to seasonal workers employed in the is believed that the transport system can be a powerful tourist field. Inside the city it is often in border areas, in tool of urban transformation through the improvement areas with alternative uses. of accessibility to all urban areas and town functions, Through short term habitat it is possible to “colonise” to achieve the goal of cancelling any kind of hierarchy a buffer area, in order to reduce the break between between the centre and suburbs. The actions to be different activities. It is the case of the famous developed are at town-planning level, by decentralizing “container city” in London, organised by Urban Space important functions from the centre to suburbs, as well Management, a specialised company in the temporary as at transport/infrastructure level, by strengthening the uses of spaces, which developed an enclave between public transport by rail, creating a system of network Docklands and Canning Town on the bank of tributary between the road system and the regional and national of the Thames. It is not only about an investment in an networks. For this reason, the projects examined have unused area, transformed into an incubator, but also tried to identify those actions aimed at reorganizing in challenging the functional division, because both the the mobility system, by increasing the supply of public habitat and working place are together; it is an answer transport, especially by rail, and by improving the level to an exceptional housing crisis. In several European of comfort and safety. harbour cities we can notice a reflection on this type of Also in Syracuse, one of the goals is to improve the Projects SUDEST

mobility system but focusing mostly on increasing the (Logistic Platform) where both kinds of assessment tourist supply as regards both the hotel sector and the have been performed. In particular, as to Zarzis, services and activities related to tourism. environmental issues have been dealt with following The goal to support the tourist growth is aimed also in the logic of Risk Assessment and Ecological Footprint. Istanbul, where they try to increase the cruise traffic, From the point of view of the social sustainability, and in Matosinhos, where they plan to build a new a Social Impact Assessment was also carried out. In cruise terminal and a new marina for recreational accordance with the most recent experiments in boating. In this case, the new port infrastructures are the sector of the assessment of plans and projects, accompanied by a number of services supporting an “integrated assessment” approach was adopted, tourism and improvement of the areas around the port. envisaging the integration of several approaches and In particular, it has been planned to carry out urban know-how oriented toward environmental safeguard regeneration actions to improve public areas and, in and, at the same time, to economic sustainability. general, to valorise the landscape. It is worth noticing that the short-term results also The focus on the social dimension, through a Social include also the revival of the relationship between Impact Assessment, has been observed also in the the city and the sea that is at the very heart of the cases of Naples (PIAU Mergellina, PIAU San development of a port city. Giovanni a Teduccio, Bagnoli-Coroglio Regeneration) and Syracuse, whereas at Le Havre a survey for the 3 - Assessment of project sustainability monitoring of social, economic and environmental The evaluation process has been considered from the ex indicators has been performed, as well as an assessment ante and ex post point of view. As regards to the ex ante of the economic indirect effects. assessment, most of the projects envisage an approach that is nearly always – but not exclusively – economically In general terms, the assessment can be considered as and financially orientated. Hence, Financial Analysis is the capacity to identify appropriate solutions, as well as the most commonly used tool (10 out of 17), followed to investigate larger systems and domains that can take by the Cost-Benefits Analysis (4 out of 17). into account the big differences, polarizations, contrasts 100 and inequalities characterising the spatial, economic, As to the environmental dimension, the instruments social and human networks. currently used to assess single projects (Environmental Impact Assessment) and plans (Strategic Environmental Assessment following an “integrated approach” means Assessment) have been used; hence, some projects have considering the interdependencies that can exist acted in agreement with the European Directives on between economy, ecology and equity with a particular the assessment of plans and projects, and consequently focus on complexities and uncertainties. In order to we have investigated the effects that they have on the build a balanced vision between conservation and different environmental components. This approach, development we need integrated and complementary especially with reference to the recent Strategic assessment approaches that can make use of combined Environmental Assessment (introduced by Directive assessment methods and of flexible tools capable of 42/2001/CE), is not limited to the assessment of overcoming the limits of each single method and to the effects of the plan’s but it integrates planning and strengthen the validity of the assessment process with assessment, with the involvement of the local population the aim of improving the inner consistency of the in the assessment process and in the elaboration of all assessment. the possible alternatives. The above mentioned approaches, models and methods The existing relationship between Strategic are at the basis of the architectures of the Decision Environmental Assessment and Environmental Impact Support Systems (DSS) intended for complicated Assessment, that is firstly the assessment of the planning decision-making processes oriented to integrated spatial framework and secondly the assessment of each project planning that can support both the monitoring and the following an integrated approach from the point of management of different resources and the interaction view of time and space, was underlined specifically by between different decision-makers, decision-takers and the experiences of the cities of Zarzis and Matosinhos decision-receivers. Furthermore, the integration of SUDEST Projects

the different assessment methods and the Geographic POR financing reporting – European Union Structural Information System (GIS) is extremely relevant in order Funds (Municipio Station, Via Marina Requalification). to build a spatial DSS, where the different information In the cases of Syracuse and Le Havre, the indicators on the territory (social, economic, environmental, etc.) referring to monitoring and ex-post assessment have can be combined and related to the different options for been envisaged precisely and considering the different the use of the land, thus facilitating the construction of nature of the two projects taken into account. In appropriate indicators and favouring the estimation of both cases, the indicators relating to environmental impacts, and drawing a kind of ranking of the options. sustainability, social sustainability and economic and financial sustainability have been identified in detail. In The integration of Multi-Criteria Analyses, Multi- particular, in Syracuse, the attention was focused on the Group Analyses and GIS is particularly effective even quality of water and air, as well as on the need to create in the event of relevant conflicts where the role of new entrepreneurial activities and, as a consequence, local players, the relationships and the objectives can new jobs in the sea and tourist fields. be seen as a structural part of the process for building In the Le Havre experience, besides the issues relating up information within a dynamic spatial assessment to pollution, the need has been identified to increase model. green and leisure time areas, as well as bicycle tracks. The experiences made in the cities of Naples (Bagnoli- From an economic and social point of view, the policies Coroglio Regeneration) and Matosinhos (Sea and Port undertaken aimed, first of all, at fighting unemployment Waterfront Regeneration, Urban Park of Vale do Leça) (by creating new businesses and, in general, by that have envisaged a DSS made up of Multi-Criteria promoting private investments), but also at improving Decision Analyses, Multi-Group Decision Analyses and the quality of public services and involving civil society GIS have followed the above mentioned pattern. The through the creation of new local associations. Much city of Le Havre (using Multi-Group Decision Analyses attention has also been paid to the issues relating to and GIS) has replaced the Multi-Criteria Analysis with safety and to the growth of training (basic, professional a 3D Model, in order to facilitate the decision making- and university training). process and the local community participation. It is interesting to notice that the participation of local community in the pursuit of environmental goals and, 101 The elaboration of a GIS was also used in Naples more generally, the involvement of the private sector within the PIAU Mergellina and PIAU San Giovanni in the pursuit of economic sustainability are two key a Teduccio (integrating it with a Multi-Group Decision points to establish whether the urban revitalization Analysis), in Porto within the project for the Sea and operation has been successful or not, in compliance Port Waterfront Regeneration (integrating it with a with the project management tools adopted by the city. Multi-Criteria Decision Analysis), as well as for two other projects Spaces of Port Sociability and Logistic Platform of Matosihnos, and in Zarzis. Almost all projects have been worked out following an approach facilitating the monitoring of their integration in the territorial context, thanks to an information system capable of checking over time the significant changes and hence, promoting possible feed back actions.

Monitoring and ex-post assessment of projects are not envisaged in 9 out of 17. This means that detailed information is available on 8 cases even though the nature and the quantity of the indicators are quite different. In particular, in the case of the city of Naples, only economic and financial indicators have been taken into account such as the economic and financial plan (Bagnoli-Coroglio Regeneration) and ritic evaluation contributionsC of SUDEST Universities SUDEST Evaluation University of Le Havre: Integrated Logistics and of the SILI, I should like to demonstrate how this Sustainable Development - CERENE Laboratory approach may suggest strategic, tactical and operational solutions for the sustainable development. Abdellatif Benabdelhafid The analysis and the elaboration of the SILI belong to the conception of a socio-technical system. They need a global view and an interdisciplinary approach to the technical tools, to the models, to the methods, to the uses and to their interrelations. When the socio-technical system is an industrial system, we find ourselves in the centre of extremely important problems in the field of the” Genius of the Industrial Systems.” “This field may characterize itself as science of action... art to create, to build, to preserve and to develop finalized organizations”. As in the case of industry, transport expresses very well the concept of networks of enterprises. For a transport enterprise, integration concerns the management of rental, fleet and vehicles. How to use the efficacy and the productivity of the transport management 1. General observations by the introduction and the control of the new EDI These observations are the conclusion of my technologies and the creation of a transport Computer involvement in the URBACT-SUDEST programme System? “In the sector of transport the integrative and of my specific interest for the cases of Tunisia approaches, which are currently in a phase of and France as partners of the programme, but also conceptualisation, are far from having become of the because these countries are largely represented in the public, to which some “dossiers”, with the description CEMUR (Cooperation Europe Maghreb of Network of the different tools and services, are shown; and, too Universities) network. As general secretary of this rarely, they try to elaborate an integrated image in the network, I have had, several times, the occasion of form of global system... Any person responsible and 103 carrying out research about the necessity and feasibility any decision-maker has to consider that the full efficacy of training in the field of logistics and of sustainable of one of the telematic solutions (techniques and tools) development. The elaboration of the grid of synthesis depends on its integration in a global scheme...” within the proceedings of SUDEST has been a In this context, and in order to answer to the problems fundamental stage to control the requirements and the set by the integration of the SI (Computer System) for contribution of the various seaports partners. CEMUR the transport, our objective is that one of: has, however, drawn inspiration, to a large extent, from conceiving, trying, putting into effect and supporting the methodology used in the elaboration of this grid. a global approach aimed to integrate different My participation in the SUDEST programme concerns telematic tools which could be used to improve the the study of the problems set in terms of sustainable multimodal transport of commodities thanks to the development on the matter of integrated logistics. The new technologies for the information processing (RTI, latter recommend the necessity of a global approach to EDI, RFID, loaded systems.) improve the logistics of transport under all the aspects. “Nowadays, IT-tools and medias form an integral part of the This approach has to be based on an efficient computer structures of a port market, in the same way of the infrastructures system that we call Computer System of Integrated of reception on ships and of the systems for lifting and freight Logistics (SILI). The logistics of transport allow transport: the complexity of the operations, the number of the the flow of commodities to be optimised. The SILI components and the imperatives of planning force to turn strongly represents, therefore, an essential tool for responding to the new technologies of information and communication” to the challenges of an increasing mobility and of Because of the interest in flows, it is also necessary competitiveness. The SILI also constitutes one of to understand the whole of channels representing the the useful tools to separate mobility from its negative means put into effect to activate the communications. effects such as pollution, congestion and energetic It is necessary, then, to study the problems concerning dependence. After having reviewed the characteristics the issue, the transmission, the reception and the Evaluation SUDEST

interpretation of the various flows. more than 60% of the flotilla. Besides, more than 60% Nowadays, for the elaboration of a logistic chain, of the fishing work is produced in this area formed by ecology has become an unavoidable bond well illustrated the coasts of Sfax, Gabès and Zarzis governorships. by the words of the vice-president of the European The port of Zarzis has more than 600 coastal boats, Committee responsible for Transport: 22 diesel trawlers, 33 trawlers for sardine fishing and 7 “Logistics may optimize the conditions of delivery of goods. They boats for tuna fishing. This flotilla employs more than are an adequate solution to make transports more competitive, 2.000 people. The production in 2004 reached 11.000 by limiting the effects of pollution and congestion. I want the tons for a value of 30 MD that is to say more than 10% lorry to get on a train or on a ship to cover long distances. High- of the national production. performances logistic services have to be used to organize journeys As regards motor boats, the tonnage of which is more with no interruption to change the means which transport the than 5 tons, the port of Zarzis is at the first place in cargo”. terms of sailors, followed by the ports of Jarzouna, The current evolution of computer science puts into Téboulba, Sfax and Chabba. We notice the existence, in evidence models which represent strongly reactive Médenine, of a centre of professional training for the systems. As regards this kind of models it is difficult fishing activity of Zarzis. to have an idea both precise and simple of the global The strategy of development of the sector is based upon behaviour. The numerous constraints of logistic the rationalization of haulage resources management and systems implicate flexibility and ability of adaptation in the consolidation of the competitiveness of the fishing order to allow a reaction to the real-time events and an products, but until now, in order to make it concrete, it easy system management. was necessary to pass through the organization of the A project within the pole of competitiveness “Seine sector infrastructure. Normandia Logistics” concerns an innovative system A plan of development for ports was a necessary of transfer of (full or empty) containers inside a port priority action in order to allow a modern flotilla to (among terminals) and towards the railway and river work under conditions such as to preserve the quality networks. This system aims: of the product and to permit the organization of the • to improve the interruptions of port loading in operators, the permanent control, the control of the 104 terms of productivity, profitability and safety for fishing activities and of the product sending off. The the operators; transparency and the speed of the exchanges at the port • to limit negative impacts on the environment level influence the product quality and give that added (pollution) and on the community (noise); value which is needed to consolidate the comparative • to promote the activity of the port and the work, advantage characterizing our sea products. If we by improving the conditions of feasibility of the aim to rationalize the management of our resources, modal transfer; one of the necessary requirements is the creation of • to reduce the harmfulness deriving from land conditions of docking that allow us to accept a more transport. and more exigent flotilla in terms of space and related It is an example of co-modality which shows the strong services. Besides, to liven up and to promote the sector, connection existing between ecology and logistics. it is necessary to develop the commercial infrastructure Starting from the experience of Le Havre, we want for the sale of sea products and for the supplying in to enunciate some elements which may contribute to terms of raw materials and services related to the transfer a part of this experience to the case of Zarzis. fishing activity. Built in 1978, the fishing port of Zarzis is conceived for accepting 30 deep-sea fishing boats 2. Observations and reflections about the case of and 200 coastal boats. In 2004 the port of Zarzis had ZARZIS 70 deep-sea fishing boats and 600 coastal boats. The The port of Zarzis is classified as the third port of the port accepts then, in a discontinuous way, about thirty country. It is south of the Tunisian coasts, about 80 kms deep-sea fishing unities (10 diesel trawlers and 20 boats from the border with Libya and near the city centre. for tuna fishing). The production passed from 1.000 This location gives it a strategic character, because it tons in 1978 to 5.000 tons in 1990, to reach 11.000 tons is one of the three deep-sea fishing ports of the gulf in 2004. The production in 2006 has been of 12.000 of Gabès, from which more than 50% of the national tons. So, the construction of new unloading docks, as production in currency originates and which accepts foreseen by the Master Plan of the port of Zarzis, is SUDEST Evaluation

a necessity since the 80s. The expansion is necessary defined in the following way: to facilitate the docking, the load of raw materials, the unloading of fish and the improvement of profitability 1) to implement reference methods that will allow, in of the units working on this port. the last analysis, to compare the results obtained by the If we project Zarzis to the near future, and this already various partners on the national and international plan; happens anywhere in the Mediterranean region, we see 2) to gather the base data to evaluate, on a national and how the pollution of coastal waters influences more and regional plan, the coastal pollution consequent to the more the economic and social welfare of the coastal dumping in sea waters of sea, terrestrial and industrial countries. Without considering the inhabitants, there are wastes; million of tourists who spend their holidays in Tunisia 3) to elaborate strategies against pollution and to carry and who create a considerable mass of domestic and out programmes which assure the practical efficacity of industrial wastes. In some places, the current situation them; represents a risk for health. In the Mediterranean 4) to contribute for a global evaluation of the region regions, where during these last years different illnesses and to draw a lesson from it as regards the situation in have been ascertained, besides the terrestrial, aquatic the Mediterranean. and atmospheric pollution, the pollution and the 5) To assemble, on a national level, the economic and industrial, cosmetic and pharmaceutical wastes are political actors with the universities, the scientific endemic for a long time. Too this must be addedthe societies and the environmental and development search considerable inactivity of newly qualified young people institutes, to examine the various necessary measures who do not find in the region any means of training or to prevent and to struggle against the pollution in the professionalisation. region. We think that these regions underestimate the real 6) To draw inspiration from the works carried out within situation both for health and for pollution, without the CEMUR network to propose a kind of training solving the problem of the optimization of the answering to the problems previously exposed. economic entities. A lot of Mediterranean countries are All the attending economic agents work for the still developing and, still now, they have not the eans to expansion of the port of Zarzis making reference to fight effectively for solid waste disposal and the port projects having the following objectives: 105 pollution. It is absolutely necessary to improve the . the safeguard and the modernization of the existing health situation and to reduce the coastal pollution by structures (port infrastructure), so as to assure a proper measures to stem the spread of illnesses and the sustainable development of the sector. contamination of waters. In the case of Zarzis these . the increase of the sector added value by the actions have to be carried out without damaging the development of the exports. productivity of the commercial port, nor of the fishing . the increase of the production of quality fish as source port and of the free zone, destined to become a real of base proteins. logistic centre for the region. The operational solution . the rational management of a particularly abundant may be to use the concept of ” integrated logistics.” natural resource in the region of Zarzis and offshore. The control of coasts and ports has to be part of an . the improvement of the competitiveness of the fishing overall programme. This control, combined with studies sector by an appropriate packaging after the capture integrated with the university and professional trainings, and the creation of an effective structure to send off will allow to us determine where to put into practice the products toward the local or export market. environmental measures and when the improvements . the job preservation for a population of over 2.000 could probably be evident. The interventions carried people. out in the CEMUR network could represent a starting We are convinced that to reach such objectives it point. is necessary to consider the region as a whole of collaborative systems which integrate other problems to 3 Conclusions and orientations those ones of fishing. For this reason we think that the The general objectives of the project concerning the concept of the SILI and the experience of CEMUR in control of the quality of coastal and port waters, within this sector can contribute to solve the various problems the coordinated programme for the control and the set to the region of Zarzis. study of the pollution in the region of Zarzis, can be Evaluation SUDEST

UNIVERSITY OF NAPLES knowledge, through a process that – in moving from Faculty of Architecture the general to the particular – turned out to be a study of the territory examined, in its peculiarities and in the Riccardo Florio relationships with the gradual physical transformations, aiming at achieving a potential urban regeneration. Critical and evaluation study about the interrelations Then an opportunity of investigation was determined existing between the project of Piazza Municipio, which identified, for example, some sample projects the project for the Monumental port and the project to be analyzed as concerns their interconnections of Via Marina. and potential impact on the town, in order to build a Within the programmatic framework identified among set of references which allow the evaluation of these the goals of SUDEST working group for the sustainable interventions – interpreted both individually and development of sea towns and the integrated approach, within the system of relations established – and to give this University was called to play a decisive role both reasoned indications relating to the general approach from the methodological and applicative standpoint in which can be shared. all the necessary fields of investigation. These were the foundations of the study about Being an alert member, charged to critically monitor the Naples territory carried out by the Faculty of the activities promoted and presented by the various Architecture of the University of Naples “Federico II”, bodies involved, this University had the task to serve paying critical attention to the port area of the town, as a tool of the know-how in a field of action which spreading from Bagnoli, Nisida, Mergellina to the Port involves municipalities and the representatives of port (including the Monumental Port, Piazza Municipio, Via authorities, to start the subsequent and more analytical Marina, San Giovanni a Teduccio). reflection about the issues raised and to settle possible The survey, which was performed based on the conflicts. characteristics of the physical and urban dimension It was involved in a programme/project which was of urban regeneration, concerned in particular the carried out in a rhythmical sequence of steps of study of those neighbourhoods linked to the port for 106

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their historical development and their architectural peculiarities, the study of the physical and interface relationships with the port and the study of the various activities carried out in those areas. As regards these three separate, although strictly correlated, identified sectors, the research carried out has shown how the relationships between the town and the port continuously developed with their typical characteristics vis-à-vis the town planning development of the town. In fact, starting from the most historic site,

identified in today’s San Ferdinando neighbourhood 7 and Pizzofalcone area, the urban areas more directly interrelated to the port have developed along the directions induced by the geographical structure of the places. In some of these areas, the following step of investigation – through the identification of sample projects – focused the attention on three case studies: Michel Euvé’s project, winner of the contest launched in 2004 by Nausicaa S.p.a. for the Requalification of the monumental area of the Port of Naples; the restyling of Piazza Municipio, entrusted to Alvaro Siza by the

Municipality of Naples; the Requalification of the 8

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tramline Municipio-Corso Lucci from a project of the presence of Castelnuovo, whilst in other areas it rises by Neapolitan Municipal Body. In order to deliver and changing the consolidated layout of the waterfront. On contribute to the preparation of a method of analysis the contrary, the scenes of Piazza Municipio and Via applicable to all fields of investigation, we proposed a Marina remain substantially unchanged following to the three-level formula: morphological/urban, architectural construction of Alvaro Siza’s underground square and and functional levels, which can describe in detail the the Municipio-Corso Lucci tramline which preserves various situations, also in their typical features. the architectural quality of the surrounding buildings. The first level of investigation (morphological/urban) aimed at studying the relationship between the projects and the relevant portion of town and, as concerns the Monumental Port, has highlighted the ambition to restyle and reinterpret urban systems through a kind of architecture which becomes a new scene on the seafront and which constantly confront with the existing fabric, in times of continuity and discontinuity. As concerns Piazza Municipio, the need is to exploit the existing town planning schemes and to improve their intrinsic geometry to create new connections while complying with the historical phases. As concerns the project of the Via Marina tramline, the aim is to redefine the broad thoroughfare and the connection between port areas as interface between town and port. 16 The second level of investigation (architectural) has verified the relationship between the projects and the relevant existing architectures. In particular, the Monumental Port is otherwise defined by the volumes 108 of the filtering line of low buildings compared with the roadway, in the area in front of the architectural 17

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The third and last level (functional) aims at analyzing the relationship between the projects, the needs, the requirements and the functions relating to the project. After this investigation, it was clear that the proposed functions increase the already existing activities aiming at redefining and improving the permeability between the town and the port and recovering those principles of urban liveability. In order to give “organization and order” to knowledge so that it can be used and spread as concerns its best results, this University went into the detail by prefiguring a kind of work in progress which can be seen as a permanent laboratory and, at the same time, as a travelling laboratory of the realities involved within the network, so to determine a number of activities linked to the ongoing programme or operational actions, as well as to training activities in the framework of university programmes, anticipating the establishment of new Masters, International Doctorates and Specialization Photos/Pictures courses involving local governments at various levels. 1. The gulf of Naples with indication of port areas 2. Historical stratigraphy of the port of Naples. This attitude brought the University to a position of 3. The new wharf at Bagnoli privileged observer weaving a thin, although strong, 4. The Monumental Port seen from the Sea Terminal. red line among the several experiences which have 5. Detail of the commercial port. been faced during the thematic meetings. Therefore, it 6. Aerial view of Viale Gramsci and Mergellina coastli- has always been possible to make a reconnaissance and ne. 7.Plan of the Gulf of Naples with identification of comparison interpretation – in synergy with the careful 109 case studies. work of thematic experts and all the operators involves 8. 3-D simulation of Michel Euvé’s project for the – resulting in the indications to draw, according to an Monumental Port. ongoing process to be updated time by time, the final 9. 10. 11. 3-D simulation of Alvaro Siza’s project for picture of the “good practices” which contain the Piazza Municipio. suggestions for the various thematic tables. 12. Section of the study of the project for Piazza Mu- Thanks to its peculiar methodological approach, nicipio. the University had also the task to combine local 13. Section of the study of the project for the Monu- peculiarities – that have to be supported, encouraged mental Port and implemented – and acknowledged common 14. Planimetric scheme including the project for Piazza Municipio studied according to the morphological and characteristics, according to models that are easy to urban level. share. It moved and will continue to move along this 15. Planimetric scheme including the project for the path to highlight the possibility of promoting and Monumental Port studied according to the architectu- encouraging applied research referring to the basic ral level. issues identified which can involve towns, individuals 16. 3-D simulation of the project for Via Marina tram- and institutions addressed by SUDEST , and also aims line. at encouraging the circulation of information outside 17. Road section of the Via Marina project, highli- the network. ghting the new tramline. 18. Planimetric scheme including the project of Via Marina tramline studied according to the functional level. Evaluation SUDEST

UNIVERSITY OF PESCARA itself was that the involvement of management bodies “G. D’ANNUNZIO” and public administrations, partners in the working Faculty of Architecture of Pescara group, and – at the same time – of stakeholders, social DiTAC – Department of the Technologies for the Built and political actors not always synergistically oriented Environment to common logics, achieved the goal of a lively and significant discussion to understand the phenomena. Francesco Girasante After a preliminary analysis of the experiences reported in the working group, it is evident that, often, in the The environmental issue, contribution about management of the activities and in proposing new the aspects regarding the transformation of initiatives, different issues and positions emerge and, environment in the management process of the usually, there is a difficult confrontation between complex relationship between town and port. two strategies: on the one side the strategy strictly “Ports are a great opportunity of wealth which often connected to the productivity and economic budget are not able to have a direct effect within their area and, of the business-port; on the other side the strategy of even less, on the surrounding areas”. the local community, open to the social issues of the What are the replies that Bodies and Administration human issues of the territory. are able to give to the expectations of economic, For these aspects, the role of Universities becomes employment, social, environmental and urban more important vis-à-vis the partners of the working regeneration? How can we achieve sustainable group: as privileged observers because of their specific development when transforming the territory in terms disciplines and since they are above parties, Universities of environmental compatibility and social cohesion? can be the “neutral field” where it is possible to examine What are the conditions which can transform the critical the issues in detail and to explore possible solutions aspects of the town/port interaction into opportunities to shared goals. The message about a different way to generate requalification processes? to read issues at all levels of territorial planning must These are the questions which gave rise to the issues be carefully spread in the attempt to implement the included in SUDEST project, about the sustainable concepts of planning ethics, which are nowadays at the 110 development of sea towns. The working group replied heart of urban issues, into the operational practice of aiming at defining a methodological approach to the urban requalification. For these reasons, it is appropriate development of the town/port interface, by starting that the capitalization of the expected results continues the discussion underlying the debate between the main in a kind of permanent laboratory organized in the subjects of the social, economic and territorial systems, Universities. focused on the identification of the logical nodes and Approaching the problem critical issues which determine territorial development. A first remark: the contribution of DiTAC Pescara to the Among the most interesting aspects of the programme discussion and to the issues raised during the activities of the working group about the sustainable development of sea towns is based on a careful reflection about the process of transformation of the built environment. This reflection is strongly characterized by the cultural and research lines expressed within the working group of the Department itself. The point of view is typically the one of the technologist architect (technology as detailed study of the contents of building processes, as science of the techniques applicable to environmental transformations); in this sense, even if the issues involve aspects connected to planning and urban planning, as specialized aspects, we believe it appropriate to promote a global approach to the scale of the model of territorial development and intervention. LIVORNO: le complesse relazioni città/porto - The complex city/port relations The main interest is devoted to the formation and SUDEST Evaluation

transformation processes of the human habitat strictly dimensions of the problem are three occasions to connected to the environment and to the relationship confront the interests of the two strategies of territory between the parties or, even more, between the space management: the one of the port and the one of the elements which represent the replies to the requirements town that, together and synergistically, define its level expressed by the management of complex issues. of sustainability. We aim at becoming aware of such complexity to be The results from the thematic questionnaires prepared able to identify a methodology to approach the problem, in the working group are the foundations on which we suitable to make a wide examination of the issues. can build a working assumption aimed at identifying In the case of the seafront of port towns and the – in the contact areas between town and port – the relationship between the areas of the town and the opportunities to generate requalification processes, by surroundings of the port, it is clear that there are recognizing critical issues and defining development situations – in the history of the places – where the models consistent with the needs of the territory. scenario includes so many different actions - in scope and peculiarity - that it is not possible to manage them as The role of the project in the integrated system a whole and, therefore, preventing from reaching those town-port conditions to build that system of interactions necessary In the framework of the urban requalification of port to create consistent and compatible scenarios. areas, a significant element is constantly present which It is then necessary to create a reference scenario, a determines the need to study both the relationship with metaproject model, which proposes the prospect of water – the waterfront – and the relationship between a global balance able to deal with its mutations and the “port town” and the “built-up town”. In fact, the organized to assure the alternatives that can preserve nature of port areas has historically built an “invisible the constant balance of the system. wall” between the two towns, by creating a perimeter The phenomena at the base of environmental around two realities which appear to be separate from transformation merge, by superimposing circumstances a urban standpoint, but which are connected by an and places, by involving socio-economic aspects, economic standpoint. Of course, both generated cultural development, political balances, scientific marginal areas, borderlands, which as usual become progress, technological development, territorial and areas of decay, of wastes, of urban negativeness, the 111 production structure, but – at the same time – by so-called “non-spots”. The new vision of integrated creating opportunities to identify the stage of human functions between the two areas is causing a remarkable actions in the configuration of spaces. operational transformation: port activities can and must If we reverse the consolidated terms of intervention be integrated to urban ones and vice versa; not only for planning, by referring them to reliable structural factors the economic-financial aspect but, particularly, from rather than to transitory fortuitous phenomena, and the perceptive and sensory standpoint. by using these factors to build a consistent model In case this integration is carried out, it is immediately of balance, it will be possible to adopt tools for the management of environmental transformations which, through planning procedures, can identify space solutions compatible with the sustainability of interventions and the relationship between the social interest of the town and the economic activity of the port. The system of relational invariants – which, on the one side, emerges from the urban structure fabric and, on the other side, is organized according to logics of production and to the activity of port industry – can draw the attention to the occasions of environmental transformation which can lead to spatial, social, economic and operational regeneration if they are combined within the model. LIVORNO: il porto si sovrappone alla città identificandosi con il tessuto urbano – the port in the The physical, socio-economic and management city identifies itself with the urban tissue Evaluation SUDEST

to be the monitoring of environmental transformation to achieve the definition of a “balanced” model of territorial organization where the leading actor is complex environment. Therefore, in the case of the town/port relationships, the proposed model of physical development emerges through economic sustainability, social sustainability, jurisdictional sustainability, management sustainability, all of them linked by the environmental sustainability which – together with the previous ones – identifies the significant critical issues which can be homologated and translated into the model of invariants relating to that particular territorial framework. If planning can be meant as “the definition of a new order through a desired and controlled functional organization of a given area”, the transformation of a territorial framework becomes an operation of double recovery: the recovery of balance in conditions of more or less important artificiality and the contextual recovery of the conditions of lost order. PESCARA: il porto canale penetra nella città determinando i fronti relazionali – the port channel goes into Since the field of application of town planning concerns the city, determining the relation between the city and the port ever changing frameworks whose causes, origins and necessary to merge the human activities at different expectations are often confused, the project can be level, including the pleasure to attend production places seen as a dynamic process, with a variable balance, (ports) by that majority of citizens who appreciate the where a working assumption is represented and has to sensory aspects connected to the waterfront-related be frequently evaluated in space and in time: one of 112 activities. This functional integration determines the possible solutions and not the univocal solution another significant town planning effect. Marginal of the problem of transformation, as assumption areas, “the non-spots” are the architectural opportunity necessarily subject to evaluation and improvement, to for transformation. They turn into “urban voids”; achieve an optimal balance referring to a given time they are returned to the town and have the task to and place. In this sense, creativity can achieve results merge, to combine and create a synergy between the qualitatively more interesting when it is supported by a two separate realities. The project has, therefore, the know-how base suitable to the nature and complexity hardest task: to combine those aspects which have of the involved factors. The definition of such a always been culturally located on different fronts, planning process connected to the transformation of which repel themselves as two magnetic fields having the territory is neither easy nor univocal. By referring the same polarity, which have generated an inaccessible to the inductive-deductive-prodromic reasoning, to “non-spot” that today becomes urban at last. Then, the complex decision-making processes, it is possible to problem is neither local but global in any complex urban identify three main stages of the process itself, that are framework; it has to restore quality in places lacking strongly interactive and non sequentially correlated: personality and to promote the adopted solutions as the • Surveys, as thematic investigations, based on driving force of induced transformations, from both data relating to the original environment; sides, since transformation processes have a strong • Evaluations, by using diversified reference impact on the global structure of the territory and on methods and parameters, as further processing of the the conditions of its various areas. The experience of survey and pre-planning stage; individual projects will be replaced by real and complex • The progressive, subsequent and preparatory environmental planning. The core is the identification planning options, as progressive technical definition of of a “general territorial system”, whose definition has a given environmental policy, both in terms of active to be reached by detailed and multidisciplinary studies protection (innovative interventions to protect existing regarding its various subsystems. The final goal seems resources, assets and values) and in terms of territorial SUDEST Evaluation

solutions, etc.) are not immediately recordable when the planning issues relates to urban space. The specificity of the performance approach when it is addressed to solve planning issues relating to the size of the town and of its areas, calls for some reflections about the issues deriving from the dynamism and complexity of urban phenomena vis-à-vis the town/port interface. This specificity adds up to a further element of complexity, due to a continuous comparison between the level of performances and the level of satisfaction of users who, in this case, can neither be represented nor described in homogeneous terms. The performance approach, therefore, can hardly be evaluated and monitored, because it is necessary to adopt – in interactive and transversal way – parameters that are very different from each other and that relate to the form and the function, as well as to the socio- economic and cultural aspects. For this reason, it can be assumed that the issue can be more easily managed by adopting a systemic approach, where even a complex system can be decomposed into its elements. The system of urban spaces (main system) can also be decomposed into partial subsystems whose variables can be used to evaluate the action of the project vis-à-vis its effects on the parties and, therefore, in this case, on non-built open areas. To conclude, the presence of two important codes of 113 conduct – on the one side, the way the town manages the transformation of the urban scenario, and on the other side, the way the port can generate resources by its activities – defines the programme framework of development models. The new horizons of the port landscape and, as a consequence, of urban landscape will depend on how these codes will be interpreted LIVORNO: PIAU, Porti & Stazioni, Ports and stations and on the timeliness of the implementation of the transformations. These options, which involve surveys transformation of the new scenarios. in a circular way, must “take into account both the fundamental references of the original environment and the historical dynamism of man’s activities in his living environment and the balances to be identified between protection itself and compatible transformations”.

Criteria to define operational tools – the performance approach The content and technical tools typical of the performance approach, of the planning of building components (adoption of the sequence needs- requirements-performance-control, classes of homogenous needs, crossing of needs and contextual factors, indicators and evaluation criteria, suitable Evaluation SUDEST

University of Porto - Faculty of Architecture, June will to rehabilitate, and maintain as a way to extend the 2007 liveable space of the city and reduce its decay, a factor of social unrest and lack of attractiveness. Rui Braz Afonso The csea frontage normally allows for interventions Projecting the“Boundary” : in areas of public property, thus reducing costs A Possible Methodology and execution difficulties. The “boundary” usually The city is built inside the city, through accurate allows public intervention without the difficulties reconversion projects of more or less consolidated or which usually are found in negotiations with private built areas. participants. However, just for this reason, it is realized All these projects also includes those localized on the out of context, without being integrated into a larger waterfront, which often corresponds with a part of idea caring for “boundaries”. An apparent advantage the city that was built too quickly and with a mistakenly can turn into an obstacle. unique transformation conception, through which it is expected to meet diversified problems, needs, dreams The increasing interest in environmental quality and and desires (as well as opportunities). care for public spaces calls for interventions to be The city simulation and the related possibility of organized so that they may be enjoyed by citizens not building new urban sceneries is one of the attractive only as physical leisure areas, but also as areas integrated elements (for liveability and also for investment) of in the system of the city’s urban spaces. these areas, since innovation and redevelopment of the Today, not only citizens but also operators searching for city image, are extremely important elements. new, economically profitable investment opportunities, are more and more interested in the conditions of The approach to this idea must take into real account transformations , in order to install activities which may the relationship between what exists, what you wish take advantage of the stimulus given to the zone by the and what you experience, as a basis for the proposed foreseen redevelopment interventions. intervention. 114 The sea frontage offers so many important opportunities This text proposes to consider the conditions of for transforming the traditional view of intervention identifying the “boundary” areas (where land ends and due on one hand to its unique border condition and on sea begins) compared with the urban transformation, the other hand to the value of memory associated with in order to organise the process of planning for change these places which continuously see the cultural interest and to reflect on the contributions to the discussion increasing. about the intervention tools. The increasing cultural interest in the city and urban spaces as a place of amusement and culture, the Specificity of the “boundary” opportunities offered for installing new activities, create Almost all boundary areas are problematic areas unless a demand for participation in unifying interventions, in they have been subject to a regeneration process. contrast with the tendency traditionally expressed by The obsolescence of functions, the difficulty of the fragmentation of ideas, interventions, and city, as defining the “boundary”, is usually considered asa Balducci showed, whose argument is followed in this border area requiring permanent maintenance, the text. increasing interest of the society in the city as a place of diversification and opportunities, in all its parts, The Architecture and City Planning Study Centre of the and the demand for spaces in general, have created an University of Porto (CEAUUP) has promoted, within increasing interest in “boundaries” and particularly in the SUDEST Project, a research process for defining an areas bordering on the sea. overview of the redevelopment of the sea-river front in Porto and Matosinhos. The improvement of the environmental quality is Besides CEAUUP, which has followed SUDEST works today one of the aspects of the attention given to by providing its own scientific support, the following public space in general. Where interventions on the are part of the Portuguese group: APDL – the port seafront have been carried out, they have reflected a authority of the ports of Douro (in the city of Porto ) SUDEST Evaluation

and Leixões ( in the city of Matosinhos), the Commune of Matosinhos and SRU Porto Vivo – a rehabilitation company in Porto. The projects worked out in this process are characterized by a great global unity that is strongly supported by its partner APDL, which was able to create the conditions for research development and implementation. The most representative project in this research and cooperation is that object of the international announcement for the redevelopment of Porto riverside (Douro river), promoted by its partner SRU Porto Vivo, which seems to result from the already theoretically exposed view and that will allow it to carry out the development of an single intervention as result of a will of integrating the company’s own studies as well as the research developed within the Portuguese SUDEST group and the experiences analysed with other SUDEST partners.

In Matosinhos two extremely important projects area being developed. The former, still in a study phase, is based on the physical-city planning definition of the commercial port area affecting the city. It foresees specific interventions based on a common strategy. The latter project starts from the institutional interaction between APDL and Municipality of Matosinhos, and 115 is developing a methodology for facing problems resulting from the overlapping of competences in the sea-front area of Matosinhos and boosting the use of abandoned commercial port areas, in order to create an urban park. The Portuguese working group’s participation in SUDEST has strongly stimulated the research processes aimed at synergistically solving some important problems of sea-fronts and river-fronts in Porto and Matosinhos. It has also observed other study cases presented by the participants during the meetings concerned.

CEAUUP has worked together with the Portuguese group, and the research developed is perfectly integrated in its aims which are orientated to study river and sea fronts observed in their physical, urban and institutional relationships between the city being transformed and its waterfront, as already occurred for Expo 98 in Lisbon and the Atlas of the European Coast. CONCLUSIONS SUDEST Conclusions FOR A SUSTAINABLE DEVELOPMENT OF little known space, mainly in the most peripheral areas. SEAPORTS: RECOMMENDATIONS Intervening means identifying “tension” points and All the seaports in the SUDEST working group are “conflict” areas, analysing in depth “interdependency” now engaged in setting up major regeneration projects or “breaks” between the two territories, observing the for the city-port interface. property dynamics in progress, and identifying physical, natural and landscape elements. The size of the city, differing importance of ports, spatial configurations and physical features of the 3 – List, preserve and valorise the industrial and interface, and the political, socio-economic and cultural port heritage peculiarities affect the type of challenge and the The neglected port sites often contain a great deal of ambition of projects. However, the city-port interface is buildings, equipment and facilities with a remarkable like an ‘active fringe’ on which a common will to renew historical and heritage interest. These objects make the form, image and dynamics of the city is based. up a heritage generated by activities and trades which strongly represent the identity of the city and its Many projects are still in the process of being defined population, such as warehousing, shipyards, fishing and or carried out. Therefore it would be hasty to formulate the iron and steel industry. So they are of great value definitive conclusions. However, a comparative analysis with regard to the memory and identity of workers of the most advanced experiences allows us to identify and inhabitants. It is therefore necessary to favour the a certain number of recommendations that may be preservation and valorisation of these objects. introduced in projects in progress or taken into account in working out actions to come. However, while it is quite easy to choose a new usage for a warehouse or a port dock, a lot of facilities (tools, I – For a planned reconstruction and improvement blast furnaces, storage tanks, etc.) are hard to reuse. of the city-port interface Since the historical, technical and architectural features 1 – Take into account the range of relationships are combined with the “symbolic value” of such objects, between city and port their selection will have to be based on well-grounded The city–port interface cannot be only defined as choices that are carried out with the help of an 117 ONCLUSIONS the territory between the city centre and its port. annotated inventory of the whole port and its industrial Its redefinition means that we should discuss it on heritage. This inventory can be at any rate be extended another scale, i.e. the territory economically related to the entire architectural and urban heritage which is C to port activities which may go far beyond the strictly connected to the port (produce exchange, major metropolitan boundaries. In this way, as suggested by shipping company headquarters, fishing districts, etc.). the Port Authority of Leixoes, extending the city–port relationship to the city–port–territory relationship 4 –Remove or soften city/port barriers allows for a more rational management of the city-port Constraints in relation to goods and personal security space, thus avoiding some conflicting uses. have often led to the creation of a physical separation between city and port, such as gates, walls, and other Taking into account the different scales of conversion controlled accesses. In areas where there are intense projects is important as well. Planning interventions in activities, it is difficult to overcome these restraints specific sectors have to take their interdependence into and it is necessary to come to terms with them. account whilst belonging within a global improvement Efforts must be then concentrated on the treatment approach for the entire city-port system. of separation walls and gates, in order to tone down the ‘screen’ effect. Working on the transparency of the port boundary through quality architectural treatments 2- Carry out an analysis of the physical and urban can offer citizens the very interesting sight of the port features of the city-port interface activities. As a common boundary to two different territories, the city-port interface is subject to specific and sometimes In a further way, as observed in several port cities, conflicting dynamics. The interface, long time dominated one can consider the possibility of creating urban by port and industry logistics, is often a neglected and « balconies » overlooking wharfs and other and port Conclusions SUDEST

docks, thus allowing a visual access to the sea and to strategy of port and city. shipping movements. - a mix between new urban functions developed in the city-port interface would avoid creating a “theme park” 5 – «Civilizing » movement  set apart from the ordinary urban functions. Heavy road traffic is concentrated around the city- port interface, given the presence of the main routes 7–Long-term management of the city-port which carry people and goods entering and leaving interface the port. This intensity of traffic, together with the As a point of tension between city and port logics, the difficulty of overcoming barriers due to security urban-port interface is a space in continuous movement. reasons, is an important factor of city/port separation. Turning this tension into positive dynamics presupposes This phenomenon subdivides the space and has a very city-port dialogue and working out a long-term common negative impact on the urban environment. development scenario. It is also necessary to: o seek how to reconcile the needs of sea traffic, in terms Favouring permeability between both territories of needs and use of space and of environmental impact, therefore requires that traffic modes be reviewed by with those of the improvement of urban quality; seeking solutions which allow for: o identify and bring about synergy between the port/ o Prioritising traffic flows (local service, transit, people city competitiveness factors; flows, goods flows); o adopt a long-term strategic planning document which o Development of high-performance public transport ensures the sharing of city and port interests. (trams, underground) and imagining the possibility of offering an alternate sea-based public transport such as II – For a socio-economic valorisation of the city- the “sea metro”. port interface To reinforce their impact on the environmental 1 – Improve home-employment transfers liveability, these interventions should be followed by One of the conditions for urban regeneration to succeed the creation of new public spaces (walks) and/or by is to reduce city fragmentation. To take advantage in the redevelopment of existing spaces through a quality matter of employment and fight against unemployment 118 landscape treatment; outdoor furniture, artworks etc. it is important to re-open the city to itself and not only to the outside. One of the strategies to follow 6 – Develop a city-port functional mix involves defining traffic facilities. A pre-existing cause The renewal of the city-port relationship depends on for the persistence of unemployment lies in the spatial a redefinition of the modus vivendi between two entities disconnection between residence and working place. In with sometimes differing approaches. Creating visual this sense, it is necessary to improve the accessibility transparency within the port fence or opening specific of port areas for manpower. One of the priority port sectors to citizens are necessary actions. On the objectives is to break the isolation of some districts with other hand, a balanced relationship between a city and satisfactory public transport by using the infrastructure an operational port needs to be reinforced through in a way that the cost doesn’t exclude those with low interventions which both partners can benefit from. incomes. In this sense it is important that forms of employment are developed in various places and spread In terms of an agreed spatial reorganisation, it is across the city. necessary to consider the functional mix as a priority objective: 2 – Open professional training to port trades and - a mix of urban and port functions allows a mutual employment in logistics valorisation of their different elements. For example, Cities which have a « port base» should: the new ocean terminals which, together with the main o verify the employment needs in port logistics; port functions, could benefit from many urban services o verify their location, to define transport policies within and contribute to preserving the specific character of the the urban conglomeration; place. In the same way, inserting major urban facilities o anticipate/evaluate requests for training, in order to within the port domain may be the key/important facilitate professional mobility and propose/develop element for a common communication and promotion training appropriate for port and logistic employment. Expression borrowed from F.Béguin (1993) SUDEST Conclusions

Such a policy needs to be endowed with more refined must be accompanied by an evaluation of the economic analysis tools than exist at present. As already specified, possibilities of the projects and their social implications, there many determinants for port employment. There for instance for population distribution as well as general is no linear relationship between commercial traffic communication within the city. and employment. It may then be necessary to create an observatory of port and logistics employment in order 5 – Incorporate sustainable development to observe the connections between these elements. concerns. This kind of observatory can be the chance to create a Socio-economic development must integrate concerns city/port partnership. about sustainable development. In the long-term the city must require that the port applies the best environmental 3-Develop tourism, taking into account the practices for goods handling. Furthermore, it must expectations of the local population promote transport intermodality. The city should try to Tourism development and the revival of cruise tourism develop alternative distribution modes for transporting provide city ports with a new economic basis. The goods, by land (e.g. railways) and river. These other challenge is to create the conditions to meet the needs modes are competitive carriers and may offer new job of tourist activities linked to cruise traffic and/or opportunities. pleasure boating (training and city-port partnership), without isolating parts of the of city and emphasizing Cities must not plan house building projects in port fragmentation. The development of this sphere of areas without an evaluation of the environmental activities creates new connections between the different impact of the industrial and port activities, thus avoiding cities and must contribute to create links within cities future problems caused by pollution. At the same time, too. It is then necessary to maintain/favour social mix whilst spaces linked to the logistics and port activities in neighbouring districts through balanced residential are necessary, it may be necessary to preserve some (social/private) provision. This point is important, as “buffer” areas (between city and port) in order to avoid most cities have to combine tourism with industrial/ conflicts linked to different land uses. port activities. At the same time, heritage elements, valorised according to their tourist function, have also to III – For a sustainable management of the city- 119 preserve their inner symbolic functions. It is necessary, port interface whenever possible, to favour social and civic cohesion 1 – Recognise values and resources by creating multifunctional quality public spaces and by The explicit recognition of existing various and avoiding spaces with a too specialized function which interdependent values in the city-port interface lays may limit their impact. the basis for understanding how to relate such value categories to a multi-dimensional context where urban, 4 – Develop the economic potential of the city-port social and environmental ecosystems interact. On the interface within a participative process other hand, recognising the most relevant resources We therefore have to promote the city-port interface means giving priority to re-defining elements for the development within a lasting participative process, city-port interface and its relationships with the wider which allows its long-term evaluation and avoids territory, by underlining that it is a place endowed with the possibility of reversing policy decisions. The temporal depth, landscape identity, aesthetic quality, participative dimension is important. It can lead to a social, economic and cultural stratification, and a heightened level of information related to constraints capacity to reproduce itself. and uses which may escape the traditional tools of urban planning. The development of the city-port The recognition of all these values and resources is interface is an innovative process whose results cannot strictly connected with planning and management be fully anticipated. This means maintaining some activity. In fact land use, infrastructure or the protection freedom and methods for evaluating changes while of the natural environment protection need suitable carrying out these policies. The search for alternative tools for identifying priorities, especially in the light solutions must be allowed, in order to manage/make of the huge conflicts which could occur in pursuing the port property values profitable other than by economic and environmental objectives. The attention freezing activity or gentrification. These developments to preserving natural capital and cultural capital values Conclusions SUDEST

represents the key issues by which to identify values, to methods to be adopted, as well as to the character and make objectives and evaluation criteria clear, as well as contribution of the evaluation. to recognize any existing conflicts. Evaluation is an implicit tool in the decision-making 2 – Adopt integrated evaluation approaches process, aimed at producing knowledge for action and In order to overcome the partial views of sectorial to help the decision-maker to anticipate changes and studies, it is necessary to carry out an integrated to react to complexity and uncertainty. In this sense, evaluation approach, with the aim of creating consent, evaluation and Decision Supporting Systems can taking into account the level of definition of alternatives, increase the potential for the exploration of space for the degree of the transparency of the decision-making action, and lead the process within predefined strategic process, and the necessity of interesting and involving processes. the community in discussing and formulating possible solutions. 4 – Include strategic evaluations within the It is then necessary to foresee ex ante, in itinere and decision-making processes ex post (economic, social, environmental, cultural, Processes for transforming and managing the city-port ethical-political) evaluations which can provide a interface have to be considered within a strategic planning structure for the evaluation and analysis structure of approach and, therefore, in the light of a strategic the transformation processes and allow the integration evaluation. It is necessary to develop an evaluation of objectives and complex values into decision-making structure that is not only focused on the analysis of processes. Integrated evaluations are multidisciplinary environmental or economic-social consequences for tools as they integrate knowledge from different sectors, the different options, but that also takes into account taking into account the complexity of the operating the nature of any issues arising, by identifying priorities context and the consequences for each option from the and values which affect the decision-making process. economic, social and environmental point of view. Interdependence of values, levels, roles and methods can be considered as keys to interpretation and 120 In particular, these evaluations are characterised by evaluation. Regulations and tools must be used, as well 1. inter/multi-disciplinarity, as they integrate a plurality as explorative approaches open to plurality. of scientific points of view; 2. participation, as they try to acquire some knowledge 5 – Activate participation processes within the through involving the population; decision-making processes 3. transparency, in order to make ethical assumptions It is necessary to promote bottom-up approaches and responsibility sharing clear; involving stakeholders and citizens by developing new 4. consistency, in order to ensure results are a real participation tools. Before making complex choices consequence of the assumptions adopted. where it is necessary and urgent to act and where the Integrated evaluations with a view to sustainable degree of uncertainty is high, it is important to extend the development are more and more necessary for managing decision-making field. In this way, new social participants urban transformations, especially in relationship to the will be involved, who together with experts, make up a city-port interface. new “extended community” where new solutions may be worked out through comparison and dialogue. With 3 – Make use of Decision Supporting Systems this in view, “participative integrated evaluations” can Developing Decision Supporting Systems by integrating be a primary supporting tool for the decision-making “experienced knowledge” and “common knowledge” process, in cases where uncertainty, complexity and allows for the study of the complexity of human values at stake, supported by the different social groups, decisions and a flexible environment, where individual are many, diverse and conflictual. learning has a role in the decision-making process. The role of Decision Supporting Systems within decision- In order to increase the development potentials making processes concerning spatial planning and city- which will be determined by the action strategies, it port interface management is particularly complex. is fundamental to involve local communities through It raises important issues with reference to tools and different levels of interaction, which can be summed SUDEST Conclusions

up as follows: - the first level, related to general issues, concerning a wider range of participants and making use of specific knowledge collecting methods; - the second level, related to more specific problems, refers to interest groups directly involved in the management and planning problems, that are introduced in operational terms through methods more suitable for information management and discussion with a limited number of people. In this way the social actors, who are traditionally considered outsiders since they do not belong to the experts or politicians group become insiders in the decision-making processes.

6 – Promote inclusive partnership relationships It is necessary to promote common projects for the city- port interface carried out by stakeholders (Port Authority and City) sharing not only strategies and objectives but also tasks and responsibilities. It is also necessary to define and reinforce new forms of partnership, from the planning phase to the implementation phase. In the redevelopment and management processes of the city- port interface, public-private relationships are side by side with public-public partnership relationships. Public-private partnership relationships are useful to implement redevelopment and transformation 121 interventions and represent a new point of view through which to look at the sustainable development in operational terms, thus finding a balance within which, for the purpose of dialogue, everyone can bring his own recognizable contribution.

7 – Manage processes according to principles of good governance Sustainable human development can be really achieved only if the human being is given priority, at the centre of priority concerns and interests, taking into account a new paradigm based on ethical values, consistent with “good human governance” and “good environmental governance” principles. This involves the need to change the way of thinking, by overcoming the pragmatic logic of the market, productiveness and gain, and to propose a polycentric development model characterized by integrated solutions combining sustainable policies with policies acceptable by the public, which pay particular attention to local preferences, in order to carry out really sustainable strategies. CASE STUDIES

CASE STUDIES CASE sTUDiES NAPLES by the Piano della rete stradale primaria (Primary road Municipio Station network Plan) and the Piano delle 100 stazioni (100 stations Plan). The Municipio station project, in the heart of city’s monumental area and placed in the hands of architect ASE STUDIES Alvaro Siza, is an example of how the infrastructural project has become an opportunity for urban requalification. In fact, the intervention is not merely a joint architectural and archaeological project, but also an urban project which examines the system of existing relations between various parts of the city. The project includes an overall reinterpretation of the square by tackling the issue of the archaeological excavations C – which have brought to light the old Roman port and three ships from the First Century AD – and the issue of the relationship between the square and the surrounding monuments and landmarks, i.e. the port, Castel Nuovo, Sant’Elmo etc.

The building works of the station are in progress, now that the archaeological excavations have been completed. The archaeological finds discovered in the square are currently being analysed.

The project is part of Naples biggest planning process that started in 1994 with the Urban Planning Policies, which outlined new strategies aimed at the recuperation 123 of urban quality, essentially by ensuring the widest possible spread of services and the strengthening of the public transport network. This definition has triggered an integrated and coordinated planning process of the territorial lay-out and the transport system, which subsequently translated into in the contextual preparation of the Variante al Piano Regolatore Generale (Variant of the Master Plan) and the Piano comunale dei trasporti (City transport plan), followed CASE sTUDiES

Naples which offered many urban and architectural episodes. Requalification of via Marina and modernisation Some of this has been lost amid the current formless of the Municipio-San Giovanni tram line lay-out. The final project is currently at the approval stage and the executive project of the intervention is being prepared. The project must be seen as being part of a whole series of public and private initiatives, some of which are already underway, aimed at changing the look of the city’s waterfront, like for example the planning competition regarding the port’s monumental area, the transformation of Palazzo Lauro into a hotel, the requalification of the borgo degli Orefici, the new Marinella park and, further afield, towards San Giovanni a Teduccio, the planned new tourist port and university complex in the former Cirio buildings. From The project constitutes one of the interventions of this point of view the via Marina requalification project the integrated City of Naples Project, financed by and the modernisation of the tramline in particular act the Campania Region as part of the 2001-2006 POR as the common denominator which, by acting as glue (Regional Operative Programme) with which the city between the areas that are affected by the interventions council aims to requalify a wide portion of the urban mentioned above, extends their benefits in terms of territory through a series of connected works, which improvement of urban quality, to the whole street and, stretches from the city centre to the eastern suburb as a result, to the city’s entire central eastern coastline. along the sea coast. More specifically, the preliminary project focused on Naples the coastal axis between piazza Municipio and corso PUA Bagnoli 124 San Giovanni. For funding reasons the successive stages of the project will only affect the stretch between the Municipio and corso Lucci which extend to an urban area located the centre and the first part of the east suburb. The intervention aims to exploit the potential of the existing tram line, by proposing to move it to the mountain side next to the building fronts, in order to transform via Marina, currently no more than a continuous series of neglected and not connected stretches, kept together by a traffic-heavy road, into a city access boulevard capable of evoking the image of the old coastal road, which was bustling with life and

The interventions will take place at Coroglio , on the former Ilva industrial site (200 hectares, one of Italy’s largest steelworks). The contract for the decontamination of the soil has been awarded in July 2004, it will be completed in 2007 and the expected completion date of the overall intervention is the second half of 2011. Main objectives of the project The main objective of the PUA (Executive urban CASE sTUDiES

Plan) is the formation of a vast low-density single of urban and social decay are evident and there is the territory, characterised by a high-quality environment, need to requalify residential building – by providing where research-related activities are combined with a also the financial support of Italian Railways, Port whole range of recreational, cultural and entertainment Authorities and other private entities. As concerns options. The Posillipo archaeological park, the Cuma innovation, the initiative aimed at encouraging large- acropolis, the CNR research institutes in Arco Felice, scale experimentation of models, procedures and the so-called Città della Scienza (Science City), the tools to manage urban transformations focused on the exhibition spaces and race courses in Agnano and integration of transport networks. By signing protocols tourism constitute a large system of leisure facilities for of agreement, 22 programmes were started for 22 sports and the enjoyment of nature. The elimination Italian towns, including Naples. of the factory to make space for the park and new The Innovative programme in urban framework of interventions which are part of the plan, take shape in Naples concerns two particularly complex coast areas of the demolition or, in some cases, the reallocation of the town: San Giovanni a Teduccio, where the main goal the remaining industrial facilities and in the ongoing of requalification is to reconnect the neighbourhood to decontamination process. the sea, such connection being prevented by the existing The plan includes the reconfiguration of the coastline railway line; and Mergellina, where it is necessary to and the creation of a beach. reorganise and to valorise a large urban area between In order to attain the objective of developing and the railway station, the tourist port and the beach. strengthening the sports appeal of the western zone The innovative feature of the programme consists in the plan also includes the creation of a landing, which exploiting an integrated town-planning modality, which can accommodate up to 350 boats, on the Coroglio transfers the integrated approach town planning- coast. transport to the level of implementation town-planning With authorisation from the City Council the Urban – that proved to be successful in the general planning Transformation Company (STU) Bagnolifutura has since 1994 in Naples – and it combines a number been set up. The shares of this company are all owned of practices such as concerted planning (among by regional bodies: Naples Municipality (90%), the institutional partners for the coordination of town- Campania Region (7.5%) and the Naples Province planning and sectorial policies), participative planning 125 (2.5%). (management of the processes of local advising, The task of the Bagnolifutura S.p.A. is to carry out urban promotion and communication), economic-financial transformation interventions in the Naples Municipality feasibility assessment (for the continuous monitoring area, by implementing urban planning instruments in of the feasibility along the whole process of planning), force. STU has the authority to take possession of the and the creation of mixed multidisciplinary strutures areas affected by the intervention and proceed with their (within the municipal government but with external decontamination, transformation, maintenance and specific professional contributions). commercialisation. Furthermore, STU can carry out, directly or indirectly, promotional activities regarding San Giovanni a Teduccio the increase of employment opportunities in the entire western part of Naples. S.Giovanni a Teduccio quarter, which is on the eastern limit of the old town centre and on the border of the commercial port, presents a high level of deterioration NAPLES produced, on the one hand, by the abandonment of The innovative programme in urban framework big industrial settlements located along the coast, and S. Giovanni a Teduccio - Mergellina on the other hand it is produced by the route of the railway, which is a quite continuous barrier that runs The programme arises from an initiative of the parallel to the coast line. Ministry of Infrastructures which has assigned funds The popular participation in the decision-making to innovative programmes in urban framework relating process was one of the main objectives of the to the areas close to railway stations in large towns and Innovative Programme and it has been assured by a close to the most important port areas – conditions specific group of local consultation which, during the elaboration process of the plan, promoted many kind CASE sTUDiES

Mergellina

Located in the central-western part of the town, on the borders of the historical centre and at the foot of Posillipo hill, Mergellina is one of the most renowned and suggestive spots of Naples. Nevertheless, it shows some signs of decay relating to the congestion caused by a high concentration of attraction activities (tourist port, the terminal of hydrofoils connecting Naples to the islands of the Gulf, bars and restaurants on the seafront, other leisure time facilities, etc.) Also in Mergellina, participative planning activities have been carried out, currently limited to a survey followed of initiatives to involve the citizens and the associations by the feasibility study about transformation policies, present on the territory. and also in this case the issues concerned the structure The project, carried out in the framework of the and nature of public spaces. implementation planning of the existing PRG (general The subject of the programme – together with the town-planning scheme), aims at: reorganization of the system of mobility aimed at integrating and completing the new system of facilities reaching a balance between public and private transport along the coastline (first of all the new tourist port of – is to increase public pedestrian areas, which is the Vigliena and the new university seats in the area of the prerequisite of a broader and organized programme of former Cirio’s mill, two important ongoing initiatives), requalification. with the reclaiming of the buildings of the former The solutions of the project, consistent with the Corradini plant; provision of town planning tools, aim at: recovering the connection to the sea, by overcoming improving the conditions of availability of public the railway barrier thanks to the creation of access areas, through their requalification, simplification and 126 spots and coast permeability and the environmental redistribution of attraction functions; reclamation of the coastline; improving the environmental quality also through the increasing the number of public transport users thanks integration of the coastal-urban system and the areas to the interconnection with sea transport and the general close to the hill. improvement of the accessibility to the neighbourhood by reorganizing the system of mobility; mobilizing private resources, in addition to public ones, with remarkable advantages for the local development and employment. CASE sTUDiES

LE HAVRE westernmost side of the Southern Neighbourhoods, is Reclaiming the Town/Port interface expected to allow the expansion of the town centre by providing facilities for the entire conglomeration: The southern neighbourhoods represent an area with leisure shopping mall, water complex, centre for the the best characteristics for: sea and durable development, urban park, clinic… - port development The improvement in communications and - urban development infrastructures thanks to the crossing of the Vatine - economic development basin will allow to extend the town centre, included in the world heritage, and at the same time to meet the Located close to the centre and to the entrance to Le requirements of facilities for the conglomeration. Havre, these Port/Town interface areas are a primary potential for the organization and facilities of the Town and the interest of the conglomeration. The Southern Neighbourhoods are at the heart of the economic life of the conglomeration The first stage applies the strategic guidelines in the field of organization of the “master plan”: • Building the hypercentre by improving its attraction • Building secondary centralities by strengthening their identities • Improving the way of living by organizing transfers and conflicts of use

- The Eure / Saint Nicolas Neighbourhood: Hypercentre The Eure/Saint Nicolas neighbourhood, located on the 127 CASE sTUDiES

LIVORNO of the project are: PIAU ports and stations To improve the local public transport (TPL), urban mobility and the logistics relating to goods transport; PIAU aims at connecting some urban sites of Livorno to trigger transformation forces to improve urban having a high strategic value with the development of conditions, to create tertiary and leisure activities, to a broad area related to the infrastructures and to the test new evaluation, organization and project models role of urban junction played by the town. Currently, for open technical-managerial and multi-sectorial these sites are mostly dequalified but they keep the structures. The general goals are translated into capacity to create a system vis-à-vis the large existing operational goals such as: to delocalize the functions infrastructures. In fact, the infrastructures of Port/ and activities of S. Marco station and to recover the Airport/Interport, the highway network Genova/ area for urban purposes; to make forecasts on the Rosignano-Tyrrhenian Corridor, and a University with ocean terminal; to requalify the main Station and Piazza centres of excellence (Scuola Normale and Collegio Dante and to build a public car park inside the station; Sant’Anna) are located within a range of few kilometres. to carry out feasibility studies for the transformation These elements are a potential that has to be exploited areas based on the analyses on urban fabric; to carry by the PIAU, especially if they are considered as part of out feasibility studies about TPL and the transport of the European Corridor 1, with a spin-off not only for goods by railway; to evaluate the implementation of the the town but for the whole country. The general goals transport of goods by railway in the port area.

128

Table about the framework of urban intervention of PIAU

Livorno port 1 Livorno Port 2 CASE sTUDiES

APDL APDL Logistic Platform – a source of regional Socialising Spaces within the port of Leixões - A development joint management commitment to a new urban front The Logistic Platform of the Port of Leixões is integrated in an ambitious national logistic project named The economic and territorial importance of the port “Portugal Logístico” and in the Strategic Development of Leixões requires a management that exceeds the Plan of the Port of Leixões. It contains two centres, strict Core Business approach, through its participation the Gonçalves in the city ambitions in environmental, urban, tourism, centre with an area social and cultural of 36 ha and the terms. Gatões/Guifões The projects centre with an area promoted by the of 54 ha, both Port Authority of located near the Leixões tending port of Leixões and to open the port linked to the exclusive access between the port and the to the city and main national road network. It includes a rail transport to improve its interface and it is also a few kilometres from the airport relationship with its surrounding are mainly incident in and the Exponor exhibition centre and it is inserted the recuperation for public use of spaces and buildings in a vast multipolar zone for logistical activities. This which no longer contain port activities. investment will be crucial for the metropolitan region, A clearest example is the former workshops recuperation, which presents conditions to develop an economic transforming them into an in-door leisure space open centrality within the north-eastern peninsular area. to the public. The remodelling of the current passenger The concentration of decision and goods distribution terminal is another project of major interest, since it centres, create synergies which result from the sharing will result in the possibility of allowing the public in of common services and the capacity to attract major general to have their own autonomous access to the 129 logistical operators on a global scale, as well as enabling restricted area involving port activity. highly competitive conditions for industries orientated However, the biggest project that joins the municipality towards exporting and thus providing this area with a with the port authority within the common vision of new economic development advantage. the sustainable development of the city and the north The construction of the Logistic Platform is a key region is the New Cruise Terminal of Leixões. project for reinforcing This terminal, which is in phase of project (the works the international conclusion foreseen at year 2011), is the extending competitiveness of the waterfront works near the beach of Matosinhos to Port of Leixões and a the south pier of the Port of Leixões and intends factor for affirming the the following goals of the port authority and the North Region as a space municipality:

of economic vitality and - Open the port to the city, without compromising dynamism in the country. the necessary requirements of security of the port; Besides the economic importance and the reinforcing - Mixed city/port usage of these new spaces; of the area’s competitiveness, the new conditions for the - Employment growth related to cultural and leisure organising of the transport and distribution activities activities linked to the sea; for goods will provide an added value for the district: a - Making the port projects become projects of the more efficient regulation of heavy goods traffic, whose city; expansion throughout the whole of the municipal area - Tourist development of the Region, benefiting has been a congestion factor in urban circulation. of qualification of Porto’s Historical Centre and Alto Douro Wine Region as World Heritage by UNESCO. CASE sTUDiES

MATOSINHOS MATOSINHOS Regeneration of the Port front and Seafront Urban park “Parque Urbano do Vale do Leça” Ever-changing Matosinhos: water as town – an environmental added value anchorage This project aims at the creation of an area of excellence The importance of Leixões port in the evolution of on the environmental, recreational and leisure levels. Matosinhos is shown by the urban and economic Located east of the Porto de Leixões, with an area d e v e l o p m e n t of more than 100 ha, this green structure will serve of the area not only Matosinhos but also the metropolitan area surrounding the population. port. The projects This project intends to create a continuous and for the Reclaiming coherent area of protection along the River Leça Valley of the Port front until Monte São Brás, including the valorisation of the and the Seafront, fluvial valley in the adjacent areas to the archaeological already developed ruins of Monte Castêlo and the Lugar das Carvalhas and under recuperation, namely through the following actions: development, aim at improving the landscape and the - Creation and urban and environmental quality in the areas around management of the port and the waterfronts influenced by its presence forest areas; The objectives of the rehabilitation of the port frontage - Construction aim at the urban integration of zones that are either of a cyclists and discontinuing or incoherent from a planning point of pedestrians path view. along the river; - Improvement The reinforcement of the effects of urban renovation of the water and the definition of new projects are fundamental to the quality; 130 integrated development of the town-port space. Among - Installation the projects to be developed, it is worth mentioning the of an ecological requalification park on the hill of Monte de São Brás, which is a of the place in Matosinhos of deep historical, religious and Avenues close environmental meaning and which should include an to Leixões environmental education centre, places destined for port. In the recreation activities such as playground, exercise paths northern part and themed walks, the recuperation and valorisation of the port, of the area surrounding the local historical centre and it is planned the recuperation of the native woodland. to build a bus Integrated in the Strategic Development Plan of Porto station, a road de Leixões and corresponding to the valorisation of to access the the city heritage, this park is of structural importance Urban Park of Vale do Leça and the renovation of the for Matosinhos. The Urban Park will materialize, Horse Centre of Porto and Matosinhos. As concerns through a partnership between the Matosinhos the southern part, some reclaiming and requalification Municipality (CMM) and the Port Authority (APDL), studies are being carried out for the commercial areas the following goals: and restaurants and for the reclaiming of the urban - The urban integration of important projects of the front where the “Maison d’Architecture” will be built, Porto de Leixões (the Logistic Platform and the new projected by Siza Vieira. These interventions aim at gateway of the Porto de Leixões); strengthening the existing connections between Leixões - The cultural, natural and environmental patrimony port and the town of Matosinhos-Leça, aiming at recuperation; achieving a durable urban, environmental and landscape - The River Leça valley valorisation; development. - The promotion of sustainable environmental values. CASE sTUDiES

PORTO VIVO • Integrating the new urban layout on the surroundings, The Riverfront of Porto´s Priority Intervention preserving existing historical elements; Zone • Creating an element of urban art, with a strong presence, which will contribute for the preservation of place’s fishing memory.

In order to enable the Riverfront´s revitalization in an innovative and sustainable way, Porto Vivo, SRU is launching the International Competition for Ideas at Porto´s Riverfront in the Priority Intervention Zone, with the following goals:

Porto Vivo, SRU defined a Masterplan for the urban and social renewal of its Priority Intervention Zone (ZIP), in which ZIP Riverfront´s revitalization was defined as a strategic action. With an extension of about 3,5 km along the right bank of the Douro River and an area of about 335 500 sq m, ZIP´s Riverfront includes part of the World Heritage Area, classified by UNESCO.

Requalification of the Douro River bank and riverside street; • Reorganization of the urban tissue through the filling 131 of gaps, the rehabilitation of the surrounding buildings and the creation of an urban park in the area of the Guindais Slope; • Promotion of physical and non-material connections between the Riverfront, and other parts of the city; • Promotion of tourism, culture and entertainment and other economically compatible activities, thus turning the Riverfront into a permanent entertainment zone for both residents and However, ZIP´s Riverfront is part of a continuous visitors. supra-city territory, beginning at Leixões Port, in Matosinhos, along the Douro River, to the south of Porto. Some regeneration actions have already been concluded on Porto´s seafront, Douro´s Riverside area between Passeio Alegre and Rua Nova da Alfândega and Ribeira´s dock. The Port Authority will shortly begin the renewal of the Cantareira area (the only place on the Douro Riverfront with fishing activity), with the following goals: • Dignifying all storage places for professional fishermen’s equipments, creating a porch which enables the repairing of nets outdoors; CASE sTUDiES

SIRACUSA of a broader global strategic project designed for the Requalification of porto grande basin large and various kind of coast areas of the town. The sustainable development plan attributes a very strategic With the decision of the Town Council no. 92 dated role to those areas of Porto Piccolo, covering 46000 29/09/2003 and with the adoption of the Port Planning sq.mt., by creating a quality waterfront with a long Scheme, the town Government of Syracuse started walk from Imbarcadero Santa Lucia to Ortigia island, the the development of the Maritime Resource within the historical centre of the town. At the same time, thanks to the results of the sea bed analysis and improvement – works that are structurally and functionally related to the surveys to characterize the sea bed of Porto Grande and the connection Channel between the two ports – it will be possible to get the improvement of urban quality and a better connection and multimodal use of the local urban fabric, involving Porto Piccolo as a whole. Obviously, the final use of this basin, including also the remains of the ancient Greek arsenal, also takes into account its experienced and modern vocation as a tourist port, suitable for small recreational boats. Although the results of the study are still preliminary, the sustainability – also in economic terms – of all the town, by planning the several actions to be carried out. interventions to be carried out in the Porto Piccolo basin As concerns the Porto Grande basin, contracts have been awarded to adapt port structures for cruise vessels, to build public docks for large yachts and a tourist port with 500 berths for 11 to 50-meter boats. The tourist port, whose final project was approved by Syracuse 132 Town Council by ratifying the Agreement made with the Sicilian Region, includes the construction of a number of shipyard infrastructures, service facilities, offices, hotels, shops, club houses, bars, restaurants and car parks. The results of the surveys and analyses carried out on the sea-bed of Porto Grande, Porto Piccolo and of the Channel between the two ports are expected to be defined at the earliest by Sviluppo Italia S.p.a., that have been funded by the Ministries of Economics and has been verified, so it will be possible to implement Finance, of Environment and by the Sicilian Region. them in the short and medium term. At present, the amounts needed to plan the ocean . terminal and port security have already been allocated. The Port Planning Scheme, with its innovative and transformation actions also on the urban environment, does not exclude the existing traditional vocations and pays much attention also to the development of typical activities, such as the ones of the Syracuse fishing fleet.

Requalification of porto piccolo basin

Porto Piccolo basin and its surrounding areas are the object of a wide planning activity, in terms of requalification and urban regeneration, in the framework CASE sTUDiES

ISTANBUL important profits for our national economy. Galata port

Galata Port is located at a very crucial point of

When the project is completed, Galata will be integrated with Beyoğlu and acquire a new aesthetic value. The Istanbul and has survived many centuries as the sea new harbour will attract an increasing number of cruise gate to Istanbul. In addition, Galata Port will acquire liners, and related with this there will be a significant different functions under the new project and will add increase in the number and quality of tourists arriving a new value to Istanbul as a center of tourism, culture on these ships. and commerce. ISTANBUL Galata Port will be the first example of the world Haydarpaşa port where the cruise port and coast line development will be designed together. High vessel capacity with 1,2 km, the incorporation 133 with a tourism area and its historical background are three main differences of Galata Port from other cruise ports in the world. Galata Port project extends over 1.2 km (from Kadıköy to Tophane including Karaköy Port and Salı Pazarı) with an open area of 100,000 m2 and a construction area of 151,665 m2. Apart from the customs area, all the parts of the 1,2 km long quay will have functions designed to produce commercial revenue. Tourists and local people will be able to benefit from these facilities 24 hours a day. Hotels, restaurants, fast food joints, bars, shopping With the improvements in trade in 19th century, centers, all kinds of souvenir shops, exhibition and fair existing ports in Haliç became insufficient and new areas, a museum, car parks and other sales points will port areas needed for Istanbul. At that time, besides ensure a viable return on the project. the development of the existing ports, construction of new ports in other parts of the city was decided. After Plan of Galata Port with all typical uses the development of railways in 1880s in Haydarpaşa, authorities decided to build a new modern port When the Galata Port Project comes to life it will (Haydarpaşa Port) in Kadıköy. The port was constructed bring a further advantage: employment opportunities in 1903 and the area became an important transportation for people in all units covered under this project. Also node for the city. In 1950s, the port was expanded and Turkey’s international image and reputation will benefit redeveloped to adapt to the improvements in maritime substantially from the launching of the project at the technology. In those years, the port became one of the launch stage. Furthermore, the project will create major ports of Turkey. CASE sTUDiES

Today Haydarpaşa Port, with 2651 ships/year and 4 zone is projected for the future. Another reason orf the million TEUs warehouse capacity, is one of the strategic redevelopment of Haydarpaşa Port is that during the last three decades, Istanbul was faced with functional and physical deterioration of urban spaces due to the pressure of migration and rapid urbanization. This brought the necessity of the redevelopment and revitalization of some urban lands in the city center. The project site, where Harem Bus Terminal, Haydarpaşa Port, Haydarpaşa Customhouse, Haydarpaşa Train Station – intersection of three transportation modes – exist, is one of the these urban sites. The modernizing and rehabilitation of Haydarpaşa Port has been going on The area will be given out by a contract of 49 years, occupying a 1,3 million m2 area. A marina, cruise ship ports in Turkey. Total area of the port is 350,000 m2 port, hospital, elderly treatment center, 5 and 4-star and length of the quay is 2,675 m. In addition to this hotels, congress and fair center, office space, residential because of the port’s connection to the railway network compounds and commercial areas are planned to be this port has a great potential for combined transport built with an investment of $ 5 billion. In addition, a since it has been registered as an international port and site of 340,000 m2 is planned to be gained by landfill. container terminal by the AGTC. Also another property of Haydarpaşa Port is being a “safe port”. With the help of breakwaters in front of the port Haydarpaşa is one of the safest ports in the world. But today the port is isolated from the city life with its warehouses and back-up land for storage facilities. 134 The port zone is located in the center of Istanbul, thus the area is valuable urban land. Although the port has a high capacity, the shift of the port to the outer city CASE sTUDiES

ZARZIS - to create a dense fabric, of central kind, based on Reclaiming and organization of the centre of orthogonality and fully turned and open to the sea; Zarzis - to create two main axes of animation and promenade where the sea is omnipresent. The southern sub-area, including the stadium, the soap-factory, the oil deposit of ONH, is strictly connected to the duty-free area. For these reasons, the main functions of this sub-area will be oriented to less important activities. The third sub-area includes the cultural complex located on the north side of the The town of Zarzis is seat of a urban municipality area, grouping several cultural and leisure facilities: an and is chief town in the Medenine governorate in the open-air theatre and the House of culture. This kind of south-east of the country. In its regional context, the facility will valorise the image of prestige of the centre municipality of Zarzis stands out for its demographic and its attraction. weight (second town after Gerbés), for the wealth of its This area represents a basis which will favour the agricultural hinterland, for its closeness to Jerba-Zarzis cultural and animation vocation of the new centre as airport, for its condition of road junction between a whole. Located in front of the sea, this area is in a Jerba, the South of the country and Libya. It also stands privileged condition which will be improved by building out for the tourism potential of its coastline. But, since new facilities having the same vocation of the existing it is decentralized vis-à-vis the main North-South ones, or animation facilities for tourists (restaurants, connection junctions, Zarzis is a relative enclave. bars, discotheques, etc) to be built on the northern The location of the new urban centre of Zarzis is at panoramic road. the edges of the fishing port and commercial port, The fourth area is made of the seafront roads included bounded by the sea on the north and on the east, by the in the perimeter under investigation. It will be necessary purification plant on the south, and by the urban fabric to pay much attention to the organization of these three of the town on the west. The perimeter of the studied roads, by taking into account the specificity of each of area covers about 100 hectares, its shape is generally them for their valorisation, through landscape planning 135 rectangular (3 km long and 300/400 mt large), extending and the installation of light leisure facilities. side by side with the basin of the fishing port. Since it represents the actual seafront of the new The surroundings of the area are made of: centre, it is necessary to organize it very carefully. It the duty-free area and the commercial port on the will be a real equipped park (gardens, paved areas, trees, south-east; stalls, benches, restaurants and cafés in light facilities, the purification plant on the south; amusement park for children), the ideal recreational the residential fabric including the fishing area for residents, with fresh air from the sea and the neighbourhoods on the west; wonderful view on the fishing port. the fishing port and the sea on the east. The planning of the new centre is based on principles The site of the new centre has the advantage of being of urban organization strongly characterized by the mostly available. Only a few industrial facilities and will to create a centralized urban fabric. Therefore, the units are located there: the “Fishing School”, and some following fundamental goals are taken into account: industrial units connected to the fishing port (shipyards, Polyfunctionality,”Polysociality”, Accessibility tuna-fish processing plants, etc). The planned area will offer: The industrial units installed in relation to the new * about 2000 dwellings * about 260.000 sq. mt. of centre are not hazardous. The study on the occupation areas for offices and trade activities * 380 hotel beds * of the area identifies four areas within the expropriation 8 hectares of equipped areas with superstructures * 12 carried out for the future centre. hectares of port industrial areas * 4,5 hectares of areas The northern sub-area, strictly connected to the current devoted to small trades * about 3 hectares for weekly centre and the fishing port, is the upmarket part of market (souk) * 5,5 hectares of equipped green areas * the site. Its location favours high-density residential 7,5 hectares of sports area * 9,5 hectares of equipped functions and tertiary activities, as well as socio- beach * the road network represents 25% of the total collective installations for culture and leisure activities. surface of the area It will be organized according the following principles: SUDEST BIBLIOGRAPHIE Cities and ports : general references 4, ISEMAR, janvier 1998. -« Grandes villes et ports de mer », Les annales de la -Vigarié A., Ports de commerce et vie littorale, Hachette, recherche urbaine, n° 55-56, 1992. Paris, 1979. -Baudouin .T (dir), Ville productive et mobilisation des territoires, L’Harmattan, Paris, 2006. Cities city planning and projects -Bertoncello B., Bredeloup S., Colporteurs africains à -Ascher F., Metapolis, Odile Jacob, Paris, 1995. Marseille : un siècle d’aventures, Autrement, Paris 2004. -Bonnet M. 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