(third installment)
Mario Pestarini
The European Council set atarget for the EU to reduce its greenhouse gas emissions by at least 55 percent below 1990 levelsby 2030 and to achieve climate neutrality by 2050.
In order to achieve this goal, which is binding on the EU and its member states, much of the focus is on the transport sector destined to undergo a transformation that will require a 90 percent reduction in greenhouse gas emissions, while at the same time ensuring a smart and affordable supply to citizens.
Consistent with EU policy, in Italy, between the PNRR and other measures taken between 2021 and 2022, 16.5 billion euros have been allocated for sustainable mobility (1)
Walking, cycling, using public transportation, and car sharing are just a few examples of what is now called sustainable mobility, that is, the set of virtuous practices that reconcile the need to move with the need to reduce air and noise pollution.
If we consider that greenhouse gases generated by the transportation sector grew globally from 1990 to 2019 by 3.9 percent (2), it is easy to understand how the issue of sustainable mobility is one of the great challenges to improve air quality, prevent urban and suburban decay, reduce energy consumption, and progressively abandon the use of fossil fuels.
To achieve this, it is essential to promote forms of vehicle sharing among citizens, to increase and integrate the network of different means of public transportation, and above all to enhance the network of bicycle and pedestrian paths as well as the trail network.
LOCAL LOOK.
Compared with community guidelines and goals, we are lagging far behind.
Given that in the Mount Pisano area this backlog affects the ordinary mobility network, a reconversion toward sustainability of the sector requires an effort that is as extraordinary as it is urgent and indispensable.
The railway network laps the territory on the northern side thanks to the local Pisa – Lucca route.
Long-delayed plans to use this line by enhancing service on the surface metro model and simultaneously connect the artery with a public electric mobility project that would reach the remaining part of the territory in a widespread manner have remained buried in some drawer.
The network of bicycle paths is largely insufficient; it currently develops about 27 kilometers, if the Pontasserchio – Montuolo section of the Puccini bicycle path (about 10 km) is included in it (3) and the two “arms” connecting the Mount to the cities of Pisa and Lucca along the Mediceo and Nottolini aqueducts, respectively (about 5 km each).
The only municipality that has set up a bicycle path (development about 7 km), a potential embryo of a futuristic Mt. ring, is Vicopisano; the following image shows the current situation.
Railway line and bicycle paths in the Mount Pisano area
In addition to rail, road-based e-mobility and bicycle lanes, the last component to be considered when it comes to sustainable mobility is the trail network.
In contrast to the suffering of the other segments, the Mt. trail network excels in development and attention to its maintenance.
The trail network of Mt. reaches about 225 km in development with 42 marked trails (4) offering the ever-growing number of hikers remarkable landscape views, great examples of biodiversity and variability of ecosystems, points of historical and architectural interest of absolute value (5)
PROPOSAL
Because of its conformity and geographical location making the Mount a virtuous reference point in terms of sustainable mobility would be an additional element of enhancement, qualification and attractiveness.
The development of the local bicycle network is at present largely insufficient to identify the territory; it is imperative that its completion and integration with the public mobility network, rail where existing, and wheeled is planned and implemented.
The Monte Pisano bike ring project should be understood as a natural expansion of the cities of Lucca and Pisa to which it is connected by the Aqueducts bike paths and thus as an identity and enhancement tool for the entire area.
Similarly, it is believed that the system of encouraging the use of bicycles for local travel should become a practice promoted in a coordinated and harmonious way by all the Administrations governing the district, proposed both as a sustainable offer to resident citizens but also as an element of tourist attraction of Mt.
While the incentive system is becoming increasingly popular in Europe, with the Netherlands historically leading the way, followed closely by Belgium and France, without going very far the municipality of Massarosa distinguished itself back in 2016 by introducing the “Bike to Work” which provided 25 euro cents per kilometer traveled in the home-to-work commute and vice versa with a daily ceiling of 6 euros and 50 euros per month (6).
Project of which, by the way, has not been heard from since.
Incentive policies directed toward bicycle mobility, in addition to the returns in terms of public and individual health, feed the local sector economy in a virtuous cycle that involves a very wide induced industry: from the strictly technical sphere (bicycles, accessories, assistance, rentals) it ranges to catering, hospitality, and the world of escorts and guides.
Bikeways alone certainly cannot universally meet people’s sustainable travel needs.
Implementing the project, mentioned above, which envisioned the construction of the surface metro on the local Pisa – Lucca railway line, integrated with a local network of electric buses to serve the hamlets of the Mount extensively, with stations near the nodal points of the bicycle and trail network, would represent a virtuous model of integrated sustainable mobility of an area.
In addition to constituting a concrete response to the relevant European strategy that calls for transport systems to match the economic, social, and environmental needs of society (7).
Finally, about the issue of footpaths, the need to better harmonize management and maintenance efforts is urged from many quarters.
Currently, the management of the trails is entrusted in part to the CAI sections of Pisa, Pontedera and Lucca and in part to local associations on direct assignment from the various municipalities, a management that deserves to be conformed to the standards adopted by CAI at the national level, in terms of planning, signage (vertical and horizontal) and maintenance
Coordination needs to be activated so that entrusted interventions are unified throughout the area.
Best practices: examples of interventions and trail maintenance works
(1) Mobilization Report 2022 and 2023, CNR – IIA (Atmospheric Pollution Institute).
(3) The entire Puccini bicycle path, officially from Pontasserchio to Ponte a Moriano, develops about 24 km.
(4) https://mappadeimontipisani.org
(5) Many projects funded mostly on community programs have enhanced trails and points of interest of historical and architectural value; one among all Itinera Romanica + https://interreg-maritime.eu/web/itinera-romanica
(6) vita.co.uk/leuropa-bikes-incentivized
(7) https://www.consilium.europa.eu/it/policies/clean-and-sustainable-mobility/
In the issues of September 5 and 12, 2024, the topic of land consumption was covered.
The September 19, 2024 issue dealt with the topic of natural heritage.
In the next issue the water and waste resource chapter.
