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Intersezioni (Mappa proposta in : www.cityrailways.net ) Intersezioni Mobilità e nuove forme di turismo nelle aree urbane. Verso Europa 2020 Tonioloricerche 87 – ottobre 2016 Introduzione alle schede L’11 luglio 2016 è stato presentato a Roma – e trasmesso alle Nazioni Unite – il Rapporto nazionale sullo sviluppo urbano sostenibile 1. Il Rapporto è redatto in base agli impegni richiesti dalla Conferenza 2 ONU Habitat III che si svolge a Quito dal 17 al 20 ottobre 2016. Tra i molteplici spunti offerti dal testo ci si sofferma, in questa ricerca, sulle intersezioni 3 tra mobilità e promozione delle nuove forme di turismo 4. La rassegna, però, non prende in esame solo quanto deliberato nelle città metropolitane 5. Ad esse qui si affiancano 24 aree urbane di indubbio rilievo o per le connessioni con le nuove istituzioni metropolitane o per la loro propria peculiare fisionomia o per essere polarità entro contesti regionali policentrici 6. Questo approccio conoscitivo si basa anche su una interessante ricerca presentata il 6 dicembre del 2013 ed esplicitamente dedicata alle aree metropolitane 7, sul testo ANCI IFEL L’Italia delle città medie (2013), sulla più recente riflessione del CENSIS Il ritorno ad una dimensione territoriale del Paese (13 giugno 2016). Nella presentazione della prima ricerca leggiamo: “Tutte le aree metropolitane analizzate presentano un’elevata concentrazione di funzioni (residenza, produzione e servizi) e di flussi (persone e merci). Anche i servizi di leisure e quelli di pubblica utilità presentano una densità di addetti molto superiore nelle aree metropolitane (rispettivamente 46 contro 5 e 80 contro 8). Rispetto ai flussi, la mobilità nelle aree metropolitane si caratterizza per una forte concentrazione. Al loro interno, si spostano quotidianamente oltre 5,5 milioni di persone, pari al 53 per cento del totale dei pendolari”. In conclusione della premessa nel secondo testo leggiamo: “ Le realtà medie sono soprattutto quei centri in cui si concentra una maggiore qualità della vita, e che possono, pertanto, svolgere un importante ruolo di “decompressione ” delle criticità che spesso affliggono le città di più grandi dimensioni”. Nel terzo testo - alla conclusione dell’analisi - il CENSIS osserva: “ Il territorio invece di essere fattore di protezione deve diventare fattore di proiezione: cosa che richiede un salto di qualità nella capacità di sviluppare relazionalità, di promuovere azioni coordinate a livello di area vasta , comprendendo l’importanza della costituzione di aree funzionali con una massa critica adeguata”. Su queste basi - osservando con attenzione anche le documentazioni 8 di EUROSTAT, ESPON, Comitato delle Regioni 9 e gli orientamenti fissati dal Patto di Amsterdam 10 verso le rinnovate Agende 11 - si realizza un essenziale percorso probabilmente utile nel vicino futuro…. Gianni Saonara 1 Testo in italiano disponibile anche in : www.asvis.it 2 Portale : www.habitat3.org . 3 Le 11 schede introduttive e & S. Bucci Flessibile, tollerante, complessa. La città ha un altro futuro , “La Lettura”, 10 luglio 2016. L’articolo precede i lavori di Urban Age / Shaping Cities , Venezia, Teatro delle Tese, Arsenale della Biennale 14 e 15 luglio 2016. 4 XX Rapporto sul turismo in Italia (curato da IRISS CNR) 24 giugno 2016. Sul turismo digitale rinvio a : www.osservatori.net e : www.ifitt.org . Sull’innovazione digitale rinvio ai materiali in : www.i-com.it . 5 : www.cittalia.it Sulle possibili evoluzioni: & P. Fassino Quella competizione che danneggia Milano e Torino , La Repubblica , 2 settembre 2016. 6 Rinvio al workshop di ESPON Polycentric Territorial Structures and Territorial Cooperation: What, where and how? Bruxelles, 14 Settembre 2016 : www.espon.eu . 7 & M. Boffi M. Colleoni P. Palvarini Le aree metropolitane in Italia e i loro caratteri socio territoriali in : www.unimib.it . La ricerca ANCI IFEL in : www.centrodocumentazionecomuni.it . Studio CENSIS in : www.censis.it 8 : www.ec.europa.eu/eurostat/ 9 7° summit delle Regioni e Città, Bratislava 7 e 8 luglio 2016 : www.cor.europa.eu ; 10 : www.urbanagendaforthe.eu 11 Rinvio ai materiali disponibili anche in : www.urbanit.it 2 Veicoli per il trasporto pubblico 12 – Europa 2013 12 EUROSTAT Regional Yearbook 2015. 3 2014: Il trasporto pubblico locale nell’Unione Europea 13 13 UITP Statistics Brief - giugno 2016. : www.uitp.org . 4 Qualità e soddisfazione nei trasporti locali 14 14 Commissione Europea Flash Eurobarometer 419 – Quality of life in European Cities 2015 – gennaio 2016. 5 The level of satisfaction with public transport varies significantly between EU capitals. Four EU capitals are among the top 10 cities in terms of satisfaction: Wien, Helsinki, Praha and London. However, also 4 EU capitals are among the 10 cities with the lowest levels of satisfaction: Roma, Lefkosia, Valletta and Bucuresti. 6 Respondents were also asked which type of transport they use most often on a typical day. ► As indicated in the chart below, there is considerable variation between cities in the proportion that uses public transport on a daily basis, ranging from 80% in Paris to 5% in Lefkosia. ► Public transport is mostly used in the capital cities rather than in the other cities. ► Among the top 15 cities using public transport, 10 are EU capitals. If we examine satisfaction with public transport in relation to daily transport use, a complex pattern emerges. As the graph below indicates, there is not a strong correlation between satisfaction with, and daily use of, public transport. Some cities show high levels of satisfaction alongside high usage of public transport; for example Zurich and Wien register the highest satisfaction levels, and also have large proportions of respondents using public transport as their main mode of transport. Equally, satisfaction levels are among the lowest in Palermo, Lefkosia and Oulu, and these cities also feature at the bottom in terms of public transport usage. However, there are also cities which register high levels of satisfaction alongside relatively low levels of public transport use (e.g. Rotterdam), as well as those with low satisfaction alongside high public transport use (e.g. Bucuresti). 7 Il trasporto pubblico locale. Un confronto Europeo 15 15 Slide presentate da ASSTRA e UITP al XII Convegno Nazionale, Cagliari 12 e 13 novembre 2015. 8 Cities 16 towards Mobility 2.0: connect, share and go! 16 Smart choices for city: Cities towards Mobility 2.0 : www.civitas.eu . 9 10 Mobilità e Trasporto Pubblico Locale 17 ° “Secondo le stime dell’Osservatorio “Audimob” di ISFORT, nel 2014 la domanda complessiva di mobilità in Italia ha confermato il trend positivo iniziato nel 2013: +11,5% di spostamenti in giorni feriali. Rispetto al 2000 si registra un aumento del 13,6% in termini di passeggeri*km, mentre si ha una flessione del 5,1% tra il 2013 e il 2014. ° Questo dato rappresenta una novità e trova ragione in una diminuzione del percorso medio per viaggio. In questo contesto, la quota del trasporto pubblico locale sulla domanda di mobilità complessiva è stata nel 2014 pari al 11,8%, a fronte del 65,6% di spostamenti con auto, del 19,1% a piedi e in bicicletta e per 3,5% in moto. Rispetto all’anno precedente la quota coperta con il trasporto pubblico locale è aumentata dell’11,8%. ° Ancor più significativo è l’aumento della quota di mobilità “sostenibile”; il numero di spostamenti effettuati a piedi o con bicicletta sale del 26% rispetto al 2013, incremento più significativo registrato tra le varie modalità di trasporto. ° Secondo ISFORT, tale dato è da porre in relazione da un lato ad una maggiore sensibilità per la sostenibilità ambientale e dall’altro ad una maggiore attenzione alle modalità di trasporto alternative di condivisione ( sharing economy ). Negli ultimi anni, la quota di mercato del mezzo pubblico si è ampliata come la domanda totale di spostamenti, segnalando che una parte dell’incremento della domanda è stata soddisfatta dal trasporto pubblico locale”. 17 Autorità di regolazione dei trasporti (ART) Terzo rapporto annuale al parlamento , Camera dei Deputati 14 giugno 2016. 11 ° “La mobilità collettiva ha sofferto in particolar modo nei centri di medie dimensioni; lo split modale nei Comuni con oltre 250 mila abitanti evidenzia nel 2014 una quota dei mezzi di trasporto pubblico al 31,9% (circa mezzo punto in più rispetto al 2013). ° Nei Comuni da 100 a 250 mila abitanti la quota dei mezzi pubblici copre solo il 10,7% (mentre nel 2013 era pari al 10,1%) e nei Comuni con meno di 100 mila abitanti la quota è pari a 5,7%. ° La crescita della quota di utilizzo di un mezzo pubblico per gli spostamenti extra-urbani è più pronunciata tra chi si muove dalle città medie (dal 10,3% degli spostamenti nel 2008, all’11,3% nel 2012, al 14,3% nel 2013 e al 17,6% nel 2014). ° In media, la percentuale a livello nazionale dei movimenti extra-urbani su mezzi pubblici passa dal 13,9% nel 2013 al 15% nel 2014. Essa è comunque in aumento. Per ciò che riguarda la ripartizione tra “gomma” e “ferro” (metropolitana, tram, treno suburbano, altri sistemi a guida vincolata) nel trasporto pubblico urbano, nel 2014 aumenta l’incidenza del “ferro” sia nelle grandi città (con popolazione superiore a 250 mila abitanti) che in quelle con oltre 100mila abitanti”. ° “In ambito urbano, la combinazione di più mezzi di trasporto per gli spostamenti è salita dal 3,8% del 2013 al 4,3% del 2014. ° L’utilizzo dell’intermodalità è ancora più pronunciato nelle città con popolazione superiore ai centomila abitanti, dove la percentuale sale nel 2014 a 7,9%, anche in questo caso con una ripresa rispetto al 2013. Con il dato 2014 il peso dell’intermodalità in Italia appare triplicato rispetto a quello nel 2004”. • “Sul totale degli spostamenti intermodali, nel 2014 si conferma la dominanza della combinazione “mezzo pubblico con mezzo pubblico”, con circa il 60% di tutte le scelte integrate di viaggio.
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