World War I was one of the most catastrophic events in human history. By the time the guns fell silent in 1918, more than 16 million people were dead, and another 20 million were wounded worldwide. The war didn’t just redraw borders or alter political systems; it reshaped the fabric of societies, leaving permanent scars on cities and their populations. Across Europe, cities bore a significant share of these losses. Urban deaths accounted for nearly 40% of the total casualties in many countries, highlighting the toll on densely populated areas, where war, disease, and economic collapse intersected. This is the story of how World War I impacted Europe’s urban centers, focusing on the countries that suffered the greatest losses and their cities that bore the brunt of this devastating conflict.
While much attention is given to the battlefield and rural devastation of World War I, the war’s impact on Europe’s urban populations is often overlooked. Cities, the economic and cultural hubs of nations, faced unprecedented challenges. From bombings and conscription to disease outbreaks and food shortages, urban centers endured tremendous human and infrastructural losses. This video examines the effects of the war on urban populations, ranking the five European countries that experienced the highest urban death tolls. Through this ranking, we’ll uncover the socio-economic and political conditions that framed the war’s impact on these cities and the lasting transformations they underwent.
World War I left an indelible mark on Europe’s urban populations. Cities that were once bustling with life became places of mourning and rebuilding, as millions of urban residents perished in the conflict. The war reshaped Europe’s cities, disrupting economies, altering demographics, and leaving scars that are still visible today. From the industrial hubs of Germany to the cultural heart of France and the revolutionary streets of St. Petersburg, the impact of the war on Europe’s urban centers was profound, forever altering the course of their histories.
Tramways
are the lifeblood of European cities, blending historical legacy, architectural
beauty, and cutting-edge transit technology. More than a means of transport,
they represent a city’s identity and vision for sustainable urban living. In
this script, we dive deep into 10 of Europe’s most attractive and advanced
tramway systems, ranking them based on functionality, historical
significance, aesthetics, and environmental impact. Each one tells a unique
story of how cities evolve with their trams.
10.
Porto, Portugal – A Journey Through Time
Points:
72/100
Porto’s
tram system feels like a ride through a living museum. Established in 1872,
these trams were once the backbone of the city’s public transport. Today, only three
lines remain operational, but their importance lies in preserving a piece
of Portugal’s history. Visitors are drawn to their vintage charm, complete with
polished wooden interiors and brass fittings that evoke the trams’ golden age.
The Line
1 route, running along the scenic Douro River, offers breathtaking views of
the Luís I Bridge and the colorful facades of Porto’s Ribeira district. Each
stop reveals layers of Porto’s rich history, from its medieval past to its
maritime heritage. While the network covers only 15 kilometers, it
creates an unforgettable journey for both locals and tourists.
Porto’s
tram system is bolstered by the Porto Tram Museum, housed in a former
power station. Here, visitors can explore over 20 preserved tram cars,
some dating back to the late 19th century. This museum ensures that Porto’s
tram legacy remains alive, even as modern forms of transit take precedence in
the city.
Despite its
small size, Porto’s tram system captivates with its unique character and
historical depth. While not the most advanced, it serves as a nostalgic window
into a bygone era.
9.
Gothenburg, Sweden – The Green Machine
Points:
75/100
Gothenburg’s
tram system is a shining example of Scandinavian sustainability. Launched in 1879,
it now boasts 190 kilometers of track, making it the largest network in
Scandinavia. It supports 13 lines, connecting the city center to
sprawling suburban areas. Modern low-floor trams dominate the fleet, offering
easy access to passengers with disabilities or strollers.
What sets
Gothenburg apart is its commitment to environmental innovation. Powered largely
by renewable energy, the system reflects Sweden’s ambition to become
fossil-free by 2030. Advanced technology ensures reduced energy
consumption, and the trams operate with remarkable efficiency even during the
harsh Nordic winters.
The
network’s cultural significance extends beyond transport. Gothenburg’s trams
frequently feature public art projects, with local artists decorating stops and
vehicles. During special events, like the city’s Light Festival, illuminated
trams become moving art installations, capturing the imaginations of residents
and visitors alike.
Gothenburg’s
tramway is more than functional—it embodies Sweden’s forward-thinking approach
to urban living. By blending eco-consciousness with cultural vibrancy, it sets
a standard for sustainable transit.
8.
Zurich, Switzerland – Precision Meets Elegance
Points:
78/100
Zurich’s
tram system exemplifies Swiss efficiency. Introduced in 1896, it has
evolved into a highly integrated network spanning 178 kilometers, with 15
lines and carrying over 400,000 passengers daily. Its punctuality
and seamless connectivity to trains, buses, and ferries are legendary.
The trams
operate almost entirely on renewable energy, making Zurich a leader in
sustainable urban transport. The fleet includes modern, low-floor vehicles
designed with passenger comfort in mind. Spacious interiors, large windows, and
quiet operation enhance the commuting experience, while digital displays keep
riders informed in real time.
A unique
aspect of Zurich’s tram system is its role in urban planning. The trams serve
as a backbone for Zurich’s car-free initiatives, encouraging residents to rely
on public transit. The network’s expansion into suburban areas has also helped
balance the city’s population density and reduce urban sprawl.
While
Zurich’s trams lack the visual flair of Lisbon or Vienna, they impress with
their functionality and environmental consciousness. They are a cornerstone of
the city’s reputation for innovation and sustainability.
7.
Berlin, Germany – History on the Rails
Points:
80/100
Berlin’s
trams carry the weight of history. Established in 1865, they’ve
witnessed the city’s tumultuous past, from the German Empire to the Cold War.
After World War II, the tram network in West Berlin was largely dismantled,
while East Berlin preserved and expanded its lines. This divide is still
evident today, with trams primarily operating in the former East.
The network
now includes 22 lines covering 190 kilometers, making it one of
the largest in Europe. The M10 line, which links vibrant neighborhoods
like Friedrichshain and Prenzlauer Berg, is particularly popular with Berlin’s
young, creative crowd. Late-night trams serve as lifelines for the city’s
bustling nightlife scene.
Berlin’s
trams are undergoing modernization to align with the city’s environmental
goals. Electric-powered trams and hybrid models are gradually replacing older
vehicles, ensuring the system remains both efficient and eco-friendly. Plans
for expansion aim to reconnect the tram network with former West Berlin,
bridging historical divisions.
Berlin’s
trams encapsulate the city’s resilience and adaptability. They serve as both a
practical transport solution and a living testament to Berlin’s storied past.
6.
Kraków, Poland – A Cultural Connector
Points:
82/100
Kraków’s
tram system weaves through a city rich in history and culture. First introduced
in 1882, the network has grown to include 90 kilometers of track,
with modern low-floor trams making up a significant portion of the fleet. It’s
an essential part of daily life for Kraków’s residents, connecting the historic
Old Town to rapidly developing suburbs.
The Heritage
Tram Line 0 is a highlight for visitors, offering a ride in vintage
vehicles through some of Kraków’s most picturesque areas. These retro trams,
with their polished wood interiors, transport passengers back to the early 20th
century.
In recent
years, Kraków has embraced sustainability, with over 60% of its fleet
powered by renewable energy. Tram stops have been transformed into hubs of
creativity, featuring public art and interactive installations. These
enhancements reflect the city’s commitment to blending tradition with
modernity.
Kraków’s
trams are more than a transport system—they’re a cultural experience. They
provide a glimpse into the city’s soul, balancing the old and the new with
finesse.
5.
Amsterdam, Netherlands – A City on the Move
Points:
85/100
Amsterdam’s
trams are as integral to its identity as its canals and bicycles. Since 1875,
the network has expanded to include 15 lines and over 200 kilometers
of track, connecting the city’s historic center with its outer districts.
Trams play a crucial role in Amsterdam’s commitment to reducing car dependency.
The fleet
includes hybrid-powered models that align with the city’s environmental goals.
Trams are designed for inclusivity, featuring low-floor entrances and
designated spaces for bicycles—a nod to Amsterdam’s cycling culture.
A standout
feature is the tram’s integration with Amsterdam’s canal system. Stops are
strategically located near ferry terminals and canal tours, making it easy for
visitors to explore the city. Special night trams ensure accessibility even
after the city’s famous nightlife winds down.
With their
iconic blue-and-white design and seamless operation, Amsterdam’s trams reflect
the city’s innovative spirit. They’re a testament to how public transit can
enhance urban life while preserving historical charm.
4.
Vienna, Austria – Elegance in Motion
Points:
88/100
Vienna’s
trams are a symbol of the city’s grandeur. Operating since 1865, they
now form one of the world’s largest networks, with 30 lines spanning 220
kilometers. Over 300 million passengers annually rely on the system,
which connects Vienna’s historic heart to its suburban edges.
The Ringstrasse
tour, conducted in historic trams, is a favorite among tourists. This route
encircles Vienna’s most opulent landmarks, including the State Opera, Hofburg
Palace, and Parliament Building. Modern low-floor trams ensure accessibility
for all passengers, while vintage models preserve the network’s historical
essence.
Vienna’s
commitment to sustainability is evident in its energy-efficient fleet.
Solar-powered charging stations and innovative vehicle designs reduce the
system’s carbon footprint. Public feedback mechanisms allow residents to shape
future developments, ensuring the network evolves with the city’s needs.
Vienna’s
trams are more than transport—they’re a cultural journey. They encapsulate the
city’s blend of tradition, innovation, and sophistication.
3.
Milan, Italy – Where Style Meets Function
Points:
90/100
Milan’s
trams are a testament to the city’s ability to marry tradition with modernity.
First introduced in 1876, the system features 17 lines covering 180
kilometers. The iconic Peter Witt streetcars, with their vintage
wooden interiors, are a beloved part of Milan’s streetscape.
Modern
trams are equally impressive, with sleek designs and advanced technology.
Hybrid and fully electric models align with Milan’s sustainability goals,
ensuring the system remains eco-friendly. Trams navigate Milan’s most famous
landmarks, from the Duomo to the Sforza Castle, offering riders an unparalleled
view of the city.
Special
events, such as fashion week, see trams transformed into mobile runways and art
galleries, bridging Milan’s love for fashion and art with everyday transit.
Meanwhile, the system operates with impressive punctuality, despite the city's
bustling pace.
Milan's
ability to embrace its tram history while prioritizing modernization makes it a
leader in urban transit innovation. The seamless integration of charm,
efficiency, and environmental awareness gives Milan a well-deserved place among
Europe’s top tramway systems.
2.
Budapest, Hungary – Trams with a View
Points:
92/100
Budapest’s
tram system is as iconic as the Danube River that splits the city in two.
Operating since 1866, the network spans 156 kilometers and
carries over 400,000 passengers daily. Its Line 2, which runs
along the river, has been repeatedly voted one of the most scenic tram routes
in the world, offering views of the Parliament building, Buda Castle, and Chain
Bridge.
Hungary’s
trams stand out for their scale and efficiency. The system operates Europe’s
longest trams, the Combino Supra, which can carry up to 350 passengers.
These modern vehicles are energy-efficient, ensuring the network remains
eco-conscious. Despite its contemporary innovations, Budapest retains a fleet
of heritage trams for special occasions, connecting riders to the city’s rich
history.
The city's
tram stops are a mix of historic architecture and modern functionality. The Art
Nouveau designs of certain stations reflect Budapest's cultural sophistication,
while newer stops prioritize accessibility and safety. The system also
emphasizes connectivity, linking seamlessly to buses, metro lines, and ferries.
Budapest's
trams are a window into the city’s cultural and natural beauty, making them not
only a mode of transport but an essential part of the Budapest experience.
1.
Lisbon, Portugal – The Crown Jewel of Tramways
Points:
100/100
Lisbon’s
tram system is a global icon, effortlessly combining history, charm, and
practicality. Established in 1873, it retains a fleet of vintage trams
that have become a symbol of the city. The Route 28E, which winds
through Lisbon’s narrow, hilly streets, is world-famous, offering views of
Alfama, Graça, and other historic neighborhoods.
Despite its
nostalgic allure, Lisbon’s trams are more than tourist attractions. The network
remains a critical part of the city's transport system, covering 48
kilometers with six operational routes. Modern trams complement the
vintage fleet, ensuring the system remains functional for daily commuters.
One of
Lisbon’s standout features is its steep, cobblestone streets, which the trams
navigate with remarkable precision. This feat of engineering, combined with the
stunning backdrop of the city’s pastel-colored buildings and the Tagus River,
creates an unparalleled experience. Sustainability is also a priority, with
Lisbon incorporating energy-efficient models into its fleet.
Lisbon’s
trams capture the heart of the city, reflecting its blend of history,
innovation, and resilience. Their cultural and practical significance secures
Lisbon's position as Europe’s finest tramway system.
Conclusion
Europe’s
tramway systems are more than modes of transport—they are reflections of their
cities' histories, values, and ambitions. From the innovative sustainability of
Gothenburg to the scenic routes of Budapest and the timeless charm of Lisbon,
these tramways demonstrate how urban transit can be both functional and
inspiring. By ranking these systems, we celebrate not just their operational
excellence but the unique ways they enrich the lives of millions across the
continent.
By Carmen Guida, Gerardo Carpentieri, and Houshmand Masoumi
This study proposes a Geographic Information Systems-based methodology
to measure accessibility to urban services from the elderly perspective
to support urban planning processes. Specifically, it seeks to
understand and clarify how the urban environment can influence the
quality of life for older adults, mostly through pedestrian and public
transport networks, locations of essential urban services, and the
organisation of their resources. In light of a significant demographic
change, policymakers will have to promote age-friendly urban planning
approaches to guarantee equal access to services and activities. We
propose a methodology to measure accessibility to healthcare provision
services that considers land-use and mobility features and older adults'
behavioural traits. The method belongs to the family of 2SFCA—2 steps
floating catchment area—which evaluate accessibility as the combination
of both supply and demand of urban services. Therefore, we have
introduced innovative elements to shape actual mobility opportunities
for the elderly and their travel choices. The methodology was applied to
Milan's city to measure accessibility to the Health Protection Agency (ATS) services, which is responsible for healthcare assistance to the
elderly dwelling in the city. The outputs show that a significant share
of older people (almost 40%) suffer from poor accessibility to primary
health services and that they mostly live in the city periphery.
Moreover, the application to a case study has shown that the methodology
could identify the critical aspects needed to aid urban planning to
achieve a high quality of life for elderly people.
During
the past decade, a number or researchers have focused on the
interdisciplinary topic of active transport to school (ATS) and
children’s health and wellbeing including their body weight and Body
Mass Index (BMI). Most of the recent studies are focused on a handful of
high-income societies, leaving other countries less researched. Thus,
this study targeted both high-income and less-studied contexts within
the European context. The aim was to provide reliable inter-contextual
data for facilitating comparative studies as well as undertaking
preliminary analyses on the contextual differences in children’s walking
to school, relationships between parent’s commuting mode choice and
that of their children, the associations of built environment with ATS
and BMI, and finally noteworthy points for interventions for promoting
children’s school-based physical activity.
Using the results of surveys undertaken in nine European cities in 2016,
statistical analyses were conducted, which led to preliminary results
confirming strong significant associations of the built environment with
children’s ATS as well as strong and significant associations of
parents’ commute mode choice with that of their children. These
preliminary results do not confirm significant differences between
walking to school in different European contexts. It is probable that
these differences exist regarding biking to school, but this may be
tested in future research. This study underlines the circumstances of
planning a more active school commuting behavior in the future of
European societies: activation of 9-12-year-old European children’s
school commuting is recommended to be done by changing the parent’s
commute mode choices as well as integrating urban planning,
transportation planning, and school site selection in future urban
plans. Awareness of policy makers, families, and also children may be
essential in planning more active school commuting.
Applying the results of the surveys done during this project, future
research will target inter-contextual differences between factors such
as physical activity, ATS, and BMI, correlations between the perceptions
of children and parents regarding school commuting and neighborhood and
the associations with physical activity and BMI, the possible
importance of city size in determining all the above factors regardless
of the national context, and the differences between the tendencies and
phenomena influencing school commuting-related physical activity and BMI
in emerging European countries compared to high-income countries.
By Masoumi, Houshmand, E.; Zanoli, Gabriele; Papageorgiou, Athanasios; Smaga,
Soultana; Miloš, Ana; Van Rooijen, Martin; Łuczak, Monika; Komorek, Joanna;
Çağan, Birol; Calabrese, Carla; E. Jamerson, Gordon; Patsakas, Georgios;
Parisopoulos, Georgios; Meimaridis, Ioannis; Anagnostaras, Konstantinos;
Perrostis, Andreas; Dessi, Eleni; Družeta, Toni; Udović, Tatjana; Daams, Ingmar;
Drużek, Paweł, and Dalcı, Ahmet
Problem: A number or researchers have recently focused on the interdisciplinary topic of active transportation of children and adolescents, their physical activity, and their body weight as an important aspect of their health. Such studies have been dominantly undertaken in a specific geographical context. Lack of contextual studies necessitates data collection with samples covering different countries and/or regions applying a uniform methodology. Such a lack of data is observed in both Europe and overseas. Objective: This survey attempts to collect dissaggregate data about the travel behaveior of children of 9-12 years of age and their parents, children’s body specifications, and their households characteristics as well as aggregate data about the built environment of their school. Method: direct questioning based on a standard questionnaire consisted of 26 questions was conducted in spring and summer of 2016 in nine cities in seven European countries (Foggia, Italy; Berlin, Germany; Thessaloniki, Greece; Rijeka, Croatia; Utrecht, The Netherlands; Łódź, Poland, Konstantynow, Poland; Malatya, Turkey, and Doğanşehir, Turkey). Results: Out of 2735 children handed out the questionnaires, the parents of 1424 schoolchildren filled out the questionnaires, 1304 of which were validated and kept for analysis. This makes an overall response rate of 52.07 percent. In this report, the researchers of M.A.P.S. project have provided detailed descriptive findings separately for each case-study citiy as well as for the whole cities together as one sample.
The objective of the EU research project PROPOLIS (Planning and Research of Policies for Land Use and Transport for Increasing Urban Sustainability) was to assess urban strategies and to demonstrate their long-term effects in European cities. To reach this goal, a comprehensive framework of methodologies including integrated land-use, transport and environmental models as well as indicator, evaluation and presentation systems was developed. Sustainable development is viewed as comprising the environmental, socio-cultural and economic dimension. Thirty-five indicators were defined to measure the three dimensions of sustainability, such as air pollution, consumption of natural resources, quality of open space, population exposure to air pollution and noise, equity and opportunities and economic benefits from transport and land use. Indicator values are derived from state-of-the-art urban land-use and transport models. A number of additional modules, including a justice evaluation module, an economic evaluation module and a GIS-based raster module, were developed and integrated to provide further indicator values. Both multicriteria and cost-benefit analysis methods are used to consistently evaluate the impacts of the policies. The environmental and social dimensions of sustainability are measured using multicriteria analysis for the evaluation of the indicators, whereas cost-benefit analysis is used for the economic dimension. The modelling and evaluation system was implemented in seven European urban regions: Bilbao (Spain), Brussels (Belgium), Dortmund (Germany), Helsinki (Finland), Inverness (Scotland), Naples (Italy) and Vicenza (Italy). A large number of policies were tested with the modelling and evaluation system in the seven urban regions. Policies investigated are land use policies, transport infrastructure policies, transport regulation and pricing policies and combinations of these. Besides a common set of policies examined in all seven urban regions, also city-specific local policies were assessed in each urban region.
It has been worldwide demonstrated that metropolization phenomenon is changing in an indelible way the structure, the shape, the livability and the environment of contemporary cities. This phenomenon can not be circumscribe d in a specific national context but it involves the urban sphere of the entire planet.
Moreover, the suburban growth and the connected sprawl, have quite everywhere the same shape and present the same problems: the most critical concern the environmental issue, considered in an extensive meaning, that involves both na tural and anthropic elements.
Considering the ecological approach the paper explores cultural and operational implications of assessm ent methodologies able to control and address new developments to sustainability.
First the Metropolization phenomenon is analyzed throughout general data and specific thematic studies, considering the reasons of the birth and diffusion of the suburban model and the related critics; than the level of complexity that integrated assessment principles involve is connected to European Community proposals and to ethical concepts capable to guide aware plans.
Finally a case study is presented with reference to the Italian context and in particular to the city of Pavia in which a research, developed by the author, about renewal plans of urban dismissed area, permitted to define a set of integrated criteria that can support planners and designers in finding sub-optimal revitalization solutions.
Previous research on sustainability has been mainly limited to environmental and economic concerns. However in recent years social sustainability has gained increased recognition as a fundamental component of sustainable development, beginning to receive political and institutional endorsement within the sustainable development agenda, and the sustainable urban regeneration discourse. Indeed, in the 1980s, regeneration projects focused mainly on the physical and economic renewal of degraded inner-city areas. However, since the 1990s across the EU, this approach to urban regeneration emphasising the environmental and economic spheres of regeneration has been replaced by a more integrated approach to urban redevelopment, which linked the stimulation of economic activities and environmental improvements with social and cultural elements.
The delivery of sustainable urban development has moved to the heart of European urban policy through the development of several policy documents and agreements, including the 1998 document “Urban Sustainable Development in the EU: A Framework for Action”, the 2005 “Bristol Accord” and the 2007 “Leipzig Charter on Sustainable European Cities”. Although a growing recognition of social sustainability has spurred an emerging body of research and policy literature, our understanding of this concept is still fuzzy and limited by theoretical and methodological constraints stemming from its context and disciplinary-dependent interpretations. Furthermore, at a practice level, tools, instruments and metrics to foster sustainable urban development currently available are biased toward environmental and economic sustainability. As a result, there is a clear need for further research on both social sustainability and its measurement in the context of sustainable urban regeneration.
by Porta S, Latora V, Wang F, Rueda S, Cormenzana B, Càrdenas F, Latora L, Strano E, Belli E, Cardillo A, and Scellato S.
This paper examines the relationship between street centrality and densities of commercial and service activities in cities. The aim is to verify whether a correlation exists and whether some categories of economic activities, namely those scarcely specialized activities oriented to the general public and ordinary daily life, are more linked to street centrality than others. The metropolitan area of Barcelona (Spain) is investigated, and results are compared with those found in a previous work on the city of Bologna (Italy). Street centrality is calibrated in a multiple centrality assessment (MCA) model composed of multiple measures such as closeness, betweenness and straightness. Kernel density estimation (KDE) is used to transform data sets of centrality and activities to one scale unit for correlation analysis between them. Results indicate that retail and service activities in both Bologna and Barcelona tend to concentrate in areas with better centralities: in fact the spatial distribution of these activities correlates highly with both simple and compound measures of centrality. This confirms the hypothesis that street centrality plays a crucial role in shaping the formation of urban structure and land uses. Moreover, results suggest that a locational rule seems to link to street centrality those economic activities oriented to the general public.
In this paper we are presenting a discussion of centrality in cities and a model, named Multiple Centrality Assessment (MCA) which helps in managing centrality for urban planning and design purposes. In so doing, we summarize a research that we have been undertaking for the last couple of years. In addition, we are hereby offering the results of a new line of research aimed at understanding the level of correlation between the centrality of streets and several other urban dynamics like the location of shops and services as well as that of workplaces. The whole research is worked out in a GIS (Geographic Information System) environment: the correlation analysis is addressed both directly (comparing centrality and dynamics on every arc of the street graph) and through a GWR (Geographic Weighted Regression) approach. Data are taken form real cities like Rome (IT), Barcelona (ES) and Bologna (IT).
by Porta, S, Latora, V, Wang, F, Strano, E, Cardillo, A, Scellato, S, Iacoviello, V, Messora, R.
This paper examines the relationship between street centrality and densities of commercial and service activities in the city of Bologna, northern Italy. Street centrality is calibrated in a multiple centrality assessment (MCA) model composed of multiple measures such as closeness, betweenness and straightness. Kernel density estimation (KDE) is used to transform data sets of centrality and activities to one scale unit for correlation analysis between them. Results indicate that retail and service activities in Bologna tend to concentrate in areas with better centralities. The distribution of these activities correlates highly with the global betweenness of street network, and also to a slightly lesser extent, the global closeness. This confirms the hypothesis that street centrality plays a crucial role in shaping the formation of urban structure and land uses.
understanding the development of a “metropolitan sprawled system”. The portion of Veneto Region that is part of our case study covers about 3700 square km, for a total of 145 municipalities. The main aim of our paper is to find out if low-density development patterns are more expensive and if local public spending is influenced by different urban forms expansions. We measure sprawl with some indicators suggested by the literature such as urban density, population density and the territorial fragmentation. Data for the economic analysis come from local balance sheets of 145 municipalities for the year 2007. In particular, we collect the costs of the main public services sustained by the municipalities such as public transport, road and street maintenance, waste management, and water and sewer services. Adopting regression analysis, we estimate the impact of urban sprawl on different current expenditures, controlling for other variables such as local taxes paid by citizens, central government aids, territory characteristics, and more others. We find that low density development patterns are in general more expensive, in particular when municipalities have to provide education services, solid waste collection and other environmental and urban management services. Our analysis wants to highlight the threats posed by sprawl in terms of urban sustainable development patterns and to put in evidence the costs of an unbalanced growth in order to let public government to re-orient their policies versus the containment of the urban growth process.
by Laura Petrov, Carlo Lavalle, Valentina Sagris, Marjo Kasanko, and Niall McCormick
Among other causes the analysis of urban areas and their development has particular relevance because of their growing exposure to natural hazards, particularly floods and forest fires. Inappropriate regional and urban planning can exacerbate the negative effects of natural hazards. On the other hand good land management and planning practices, including appropriate land use and development control in natural hazard-prone areas, represent suitable non-structural solutions to minimise exposure and damage. This paper aims to provide a coherent basis for the spatial planning and management of landscapes in Europe. The MOLAND urban and regional growth model (Barredo et al., 2004; White et al., 1999) is used to evaluate spatial planning for sustainable urban development and measures for natural risks reduction. A number of indicators set measuring various aspects of urban land use and population density can also be analysed. In this article we describe the application of the MOLAND model in three study cases presenting each a specific development condition: the Algarve Province in Portugal, the Dresden–Prague transport corridor in Germany and in the Czech Republic and the Friuli-Venezia Giulia Region (FVG) in Italy. In modern Portuguese history, after the revolution in 1974, a “democratisation of tourism” occurred and profoundly changed of land use pattern throughout the country. On the other hand, in the last years, Portugal suffered an increased number of large forest fires. The Algarve Province was especially affected. The objectives of the work in Algarve are to monitor sustainable development trends, assess the impact of tourism and evaluate the problems cased by forest fires. The dynamic of land use scenarios are examined as a way to turn intuitive knowledge of a problematic situation into clear research questions that may be explored by analysing and forecasting. The future scenarios produced by the model are tailored to particular requirements such as the assessment of tourism and measures to improve regional needs. The Dresden-Prague corridor is a very interesting European region because of its historical, present and future development. Many historical and political events and geographical circumstances have moulded the landscape. Recently, during the 2002 flood events have affected the territory destroying villages and inundating cities of Dresden and Prague, in both of which large parts of the old town were under water. How could the land be used in such a way to reduce the floods damages?
The Friuli–Venezia Giulia Region is located in the North-Eastern area of Italy. Because of its geographical positioning and configuration, the region presents a number of peculiarities which have characterized its land use dynamics. FVG has transformed from being a rural area into a dynamic urban region and vast changes have occurred in demographic terms and population movements being related to the Italian economic boom.The region has also suffered the impacts of severe natural hazards, the two major events were the heavy floods of 1966 and 2002 in Pordenone, showing how vulnerable this area is. Early results of this study show that the main driving force of natural disasters damage is not only increasing floods hazard due to climate change, but increasing vulnerability, mainly due to urbanisation in flood prone areas (CEC, 2004; UN, 2004). The MOLAND model contributes to understand the landscape changes and drivers of the dynamics in the development conditions of each study area. It will help to answer where and at which intensity land-take for urbanization occurs and how spatial growth patters alter over time; how urbanization (e.g. sprawl) affects large areas overruling local and regional decisions and also calamities such as forest fires and floods; how climate change will affect us and the future generations and what can we do? How the people to interfere with natural processes, climate change, the continue changes of land uses and floods/forest fires phenomena? Urban and regional simulations offer a useful approach to understanding the consequences of current spatial planning policies. The scenarios are considered to generate data of meaningful representations of the region’s characteristics whilst still allowing the model to process data in real-time in response to the wide variety of possible policy decisions specified by the user. The new tool will permit in supporting European policies of sustainable development and derive current strategies regarding the adaptation to the extreme events.
Organised by the
University of Cagliari in collaboration with the Cosmobilities Network
Venue: University of
Cagliari (Sardinia, Italy)
Dates: 5-7 July 2012.
Aim
This conference,
funded by the University of Cagliari and organized in collaboration with the
Cosmobilities Network, aims at discussing new directions in mobilities
research, showcasing the state of the art in the field, and providing a unique
opportunity to create lasting links among researchers, especially in the north
and the south of Europe.
The language of this
event will be English but the range of papers presented will be a reflection of
the diversity of concerns, approaches and methodologies informing mobilities
research in Europe and beyond.
Young and experienced
researchers are invited to submit abstracts for paper presentations. High
quality abstracts on any aspect of mobilities are welcomed although submissions
addressing the following themes are particularly encouraged:
histories of mobilities
cultures of mobilities
mobilities outside the north Atlantic rim
the spaces and politics of mobility (and immobility) in the
Mediterranean city
·forms of mobility other than car, train and aeroplane
research conducted in collaboration with artists and public and private
actors outside academia illustrating the way new knowledge collectives are formed around the use of new ICTs
transnational research involving different institutional settings
Location
Cagliari, the capital of Sardinia, is the
perfect location for a Cosmobilities event. A crossroad between
cultures throughout the centuries - among which
Phoenicians, Romans, Vandals, Byzantins, Aragons, Catalans- it offers one of the most beautiful and longest
beaches in the Mediterranean and a crystal-clear sea around, besides an
unspoiled natural environment consisting of lagoons, bird sanctuaries and
wildlife reserves, as well as museums and archaeological sites, which
altogether make it a unique scene in Europe.
