Oggi in Italia - secondo i dati di "La città ai nostri piedi", un rapporto realizzato da Legambiente e Aci (Automobile club d'Italia) in occasione del trentennale della prima isola pedonale - ogni 100 abitanti ci sono una media di 34 metri quadrati di zone interdette al traffico motorizzato. Nel complesso, i capoluoghi di provincia che adottano le isole pedonali sono 93, con effetti positivi ormai indiscutibili: riduzione del livello di smog e rumore, aumento degli utenti del trasporto pubblico, migliori tutela dei monumenti e valorizzazione turistica, aumento della vivibilità e della sicurezza sia stradale che generale, rivalutazione del mercato immobiliare. E, soprattutto considerando le iniziali perplessità dei negozianti, l'innalzamento del volume d'affari delle attività commerciali non inferiore al 20%.
Ma i trent'anni di isole pedonali in Italia impallidiscono davanti ai quasi sessanta dell'Olanda, apripista europea con la chiusura al traffico nel 1953 di Lijnbaan, principale distretto commerciale di Rotterdam. Oltre mezzo secolo di cultura del pedone che da few years has turned into something different and more ambitious: the creation of entire neighborhoods completely free from motorized vehicle traffic.
How to Vienna, where there is proven experience of ' Autofrei Siedlung of Nordmanngasse, a residential area about 8 kilometers from the center served perfectly by public transportation: the 600 families living there at the moment signature of the contract have agreed to not owning a car own choosing so for everyday use public transport, bicycle or foot. The money and the space saved by the lack of parking construction, notes the report of Legambiente, can be invested in better qualità residenziale, spazi verdi, servizi collettivi. E dopo Nordmanngasse è già in progettazione una replica, Bike City, con 3.400 persone che hanno già prenotato un appartamento. Tornando in Olanda, anche Amsterdam ha il suo quartiere carfree: GWL Terrein, realizzato negli anni Novanta su un'area di 6 ettari che in precedenza era occupata da un grande impianto di trattamento dell'acqua. A GWL Terrain vivono circa mille persone e tra un edificio e l'altro ci sono soltanto sentieri, piste ciclabili e prati. L'accesso è consentito esclusivamente ai mezzi d'emergenza, mentre per disincentivare l'uso dell'auto i parcheggi edificati a ridosso del quartiere possono contenere non più di 135 mezzi. E' attivo un servizio di car sharing (Car time-share) used by 10% of the population, while others prefer the extensive network of bicycle lanes and tramways around the neighborhood.
from Holland to Scotland. The settlement of Slateford Green, Edinburgh, was built on an area previously occupied by rail: 251 apartments without a single parking space. Again there are very efficient public transport, car sharing and schools within walking distance. Result: only 12% of households own a car, of course, only to park outside the district. Index for the whole phenomenon of carfree cities, a study conducted at Slateford Green University in Canada revealed that the most residents abandoned the car not so much a choice for environmental or civil liability, but rather for convenience and economic necessity.
Staying in Britain, although London has its own car-free neighborhood. It's called BedZED (Beddington Zero Energy Development) and is self-sufficient in energy and zero budget in terms of carbon emissions anhydrite. One hundred homes, 3000 square feet of offices, shops and sports facilities, a medical-social center and a nursery: in order to discourage car use, was promoted to shopping online and made available to the inhabitants of the park means managed car sharing and car pooling (use of the vehicle by a minimum three people). Available also a small fleet of electric scooters for trips shorter.
In Germany, 3 km from Freiburg (city adopting the pedestrian already in the seventies), since 1998 is developing what could become the setting carfree Europe's largest, with about 6000 inhabitants and 2000 buildings . Bicycle lanes, limited space for cars, buses and light rail efficient: a pattern that started from the bottom to Vauban, or association of citizens "Forum Vauban" who participated in all building projects in the neighborhood. Among the ideas put into practice, the payment of a fee except for those who choose to own a car, with the proceeds for the construction and operation of parking lots. A carfree area in Germany, there also Kronsberg in the district of Hanover, where he used the occasion of Expo 2000 to minimize the need for motorized mobility.
And this list could not miss Sweden. In Malmö, the new residential district of Augustenborg has focused exclusively on pedestrian streets, bicycle paths and public transport. Thus, only 20% of households own a car, still lower than the average of the entire Malmö (35%) and 80% of the roads have a speed limit set at 30 mph, 40% of commuting -work done by bike, the buses are fueled with natural gas or biogas, the tram network is extensive, a car sharing service works very efficiently.
Meanwhile in Italy and Legambiente Aci, in an unusual alliance between environmentalists and motorists, trying to look ahead with a series of proposals for local authorities and the government: an authority to coordinate national planning and land management, a framework law which establishes general criteria for the creation of new districts in the city, another framework rule establishing uniform criteria for the measures of each municipality in terms of limits on the movement of cars, the introduction of tolls for access in urban areas; investments to make more efficient and less polluting public transport premises; payment of road tax in relation to emission levels and size; incentives to car sharing and car pooling. The ball, therefore, goes to the executive, mayors and governors. Meanwhile, the pedestrian will continue their daily struggle of resistance against the siege by the motor.
Source: The Republic
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