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Strategic Environmental Assessment Implementation of Transport and Mobility Plans Journal of Agricultural Engineering 2016; volume XLVII:513 Strategic environmental assessment implementation of transport and mobility plans. The case of Italian regions and provinces Andrea De Montis,1 Simone Caschili,2 Amedeo Ganciu,3 Antonio Ledda,1,4 Filippo Paoli,1 Federico Puddu,1 Mario Barra1 1Department of Agricultural Sciences, University of Sassari, Italy; 2LaSalle Investment Management, London, UK; 3Department of Architecture and Planning, La Sapienza University, Rome, Italy; 4Department of Civil and Environmental Engineering and Architecture, University of Cagliari, Italy Abstract Introduction Transport and mobility plans imply strategies and actions that affect Strategic environmental assessment (SEA) is a mandatory tool to the environment. The European Union has introduced in 2001 the ascertain the impacts of certain plans and programs over the envi- strategic environmental assessment (SEA) to take into account and ronment. SEA is valuable as it integrates sustainability in decision mitigate adverse environmental effects in planning and decision-mak- making and planning. This procedure was introduced by the directive ing. SEA limited implementation has attracted the interest of many 2001/42/EC (hereinafter, Directive)only (European Commission, 2001). scholars that have sought methods able to assess the quality of SEA In the panorama of the reception of the Directive by Member States, processes by identifying vices and virtues in practice. In this paper, we Italy published three legislative decrees: n. 152 in 2006, n. 4 in 2008, measure the quality of eight SEAs for transport and mobility plans of and n. 128 in 2010 (Italian Regulation, 2006, 2008, 2010). regional and provincial administrations of Italy. Results show that the Furthermore, sinceuse the introduction of SEA the Italian planning prac- overall quality level of SEA reports is only barely sufficient, Abruzzo is tice has opened to a number of changes in order to tackle a number among the virtuous and Piedmont among the critical administrations. of critical issues, such as direct, indirect, and cumulative impact def- We also stress that the determination of impact significance has inition, public participation, alternative generation, and monitoring. received the worse quality score. We finally compare our results to As a consequence, many researchers have turned their attention to other Italian and British homologous cases finding interesting and SEA implementation quality in a variety of sectors and administra- generally confirmative evidences. tive levels (De Montis, 2014, 2013). Transport and mobility plans constitute a prominent and challeng- ing sector of SEA application (Corpade et al., 2012). The design, con- struction, and management of infrastructures and the implementation of mobility policies interfere with the environment generating impacts that deserve specific analyses above the project level in planning and commercialdecision-making processes (Sheate, 1992). Nevertheless, there is still Correspondence: Andrea De Montis, Department of Agricultural Sciences, much work to do in order to fully integrate SEA in transport and mobil- University of Sassari, viale Italia 39, 07100 Sassari, Italy. ity planning for a number of issues including public consultation and Tel.: +39.079.229242 - Fax: +39.079.229243. monitoring (Tomlinson, 2011). According to a number of scholars, SEA E-mail: [email protected] implementation quality depends on a series of concerns including gen- Non eral context, impact definition, and follow up (De Montis et al., 2014). Key words: Strategic environmental assessment; transport and mobility In many cases, studies investigate SEA focusing on the SEA report, the plans; quality review package, comparative analysis. most important document concerning the integration of environmen- tal concerns into the approval procedure of a plan. See online Appendix for additional Tables. In this paper, we assess the quality of SEA reports developed in eight Received for publication: 29 September 2015. transport and mobility plans approved by regional and provincial admin- Accepted for publication: 24 January 2016. istrations of Italy. We follow a methodology proposed by Fischer (2010) and modified by De Montis (2014) and designed to assess the effective- ©Copyright A. De Montis et al., 2016 ness of the SEA reports with respect to a review package that includes Licensee PAGEPress, Italy questions regarding many relevant implementation issues. The argu- Journal of Agricultural Engineering 2016; XLVII:513 ment unfolds as follows. In the next section, we introduce some reflec- doi:10.4081/jae.2016.513 tions on SEA implementation for transport and mobility plans, present the methodology adopted for assessing the quality of SEA reports, This article is distributed under the terms of the Creative Commons Attribution Noncommercial License (by-nc 4.0) which permits any noncom- describe the legislative context, and introduce the eight transport and mercial use, distribution, and reproduction in any medium, provided the orig- mobility plans selected. In the subsequent section, we present and dis- inal author(s) and source are credited. cuss the results of our analysis by comparing our results to other four homologous international cases. In the last section, we summarize and critically review the main findings of this paper. [page 100] [Journal of Agricultural Engineering 2016; XLVII:513] Article and delays in transport infrastructure implementation; ii) exclude Materials and methods highly impacting alternatives, which would imply very expensive miti- gation measures; iii) prevent social conflicts, generated by the imple- Strategic environmental assessment for transport and mentation of transport plans, by improving environmental public mobility plans awareness and by directly and indirectly involving citizens. The Directive has introduced SEA in Europe with a mandatory dead- According to many authors (Brokking et al., 2004; Fischer, 2006; line of July 21, 2004 for the integration in the juridical systems of Corpade et al., 2012), the assessment of environmental effects brought Member States (European Commission, 2001). The process of ratifica- by a new transport infrastructure should develop through different tion has shown a great heterogeneity in time and procedures across decisional tiers. First, SEA should be implemented on transport poli- Europe (De Montis, 2014; De Montis et al., 2014). Italy has approved cies, plans and programs and provide the framework for succeeding EIA the Legislative Decree n. 152 in 2006, also known as Environmental procedures of programmed transport projects (Diamantini and code (Italian Regulation, 2006). Because this act presented many pit- Geneletti, 2004). falls and interpretative doubts, the Italian State has later approved two In Table 1, we outline the tiers of environmental assessment of the legislative decrees - n. 4 in 2008 and n. 128 in 2010 (Italian Regulation, many documents leading to the design and realization of transport 2008, 2010) - which have clarified many issues and completed the infrastructures. At the high level, SEA is used to focus on the valuation reception of the Directive in Italy. of transport European, national or local policies, according to a multi- SEA introduction in planning processes implies not only a formal sector approach involving economic, social, and transport themes. At adherence to regulations but namely the attainment of a higher effi- the Intermediate level, plans and programs are subject to SEA with a ciency, with respect to environmental concerns, and an effective capac- finer attention to mobility demand and transport means choice. At the ity to influence political decisions, deliberative actions, and plan low level, projects of transport infrastructures are evaluated through approval and management (van Doren et al., 2013). In this respect, a EIA procedure, where specific local, environmental, social, and eco- good SEA process is based on a wide and open public participation nomic costs and benefits are investigated. (IAIA, 2002; Fischer and Gazzola, 2006; European Commission, 2009; According to Sheate (1992), SEA is useful especially for the analysis Van Buuren and Nooteboom, 2010; Gauthier et al., 2011). According to of long-term policies, as itonly allows planners to choose knowingly by tak- Corpade et al. (2012), public participation enhances transparency of ing into account in a harmonic perspective the interaction between both SEA process and its results. According to many authors (Brokking mobility and transport strategies and environmental and landscape et al., 2004; Diamantini and Geneletti, 2004; Corpade et al., 2012), SEA components. report is a fundamental document including: i) a description of rele- Central elementuse in SEA implementation for transport and mobility vant interactions of the plan under scrutiny with the environment; ii) planning is a correct definition of the environmental objectives. The an analysis of the status quo ante of the environmental components attainment of those objectives should be assessed through quali-quan- (biodiversity, population, health, soil, water, air, cultural heritage, land- titative measures and thresholds (Sheate, 1992). scape, etc.); iii) an evaluation of direct, indirect, cumulative and syner- As reported in Table 2, several authors have studied environmental gic impacts of the plan on the environment; iv) an indication of meas- objectives of SEAs developed for national transport plans in Europe ures able
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