Aspects of Land Take in the Metropolitan Area of Naples

Land take is a phenomenon of great concern nowadays because of the large number of its negative impacts regarding biological, economic and social balance. In Italy, the development of urban and other artificial land has been irreversibly transforming a nonrenewable resource such as soil, regardless the almost constant population rate, with different speed depending of the region considered. The aim of this paper is to analyze the phenomenon in the metropolitan area of Naples, which is an area highly affected by territorial aggression of human matrix. The data used are both by the Institute for Environmental Protection and Research (ISPRA) Report 2015 on the usage of the land and by ISTAT relating to the resident population up to the 1st of January 2015 and the extension of land for agricultural use (Census 2010). The mathematical combination of this data creates a new indicator that can be referred to as “residual land”; this residual area is of great extension with many different characteristics and it could represent the area where the phenomenon of land take most occurs. The identification, measurement and analysis of “residual land” provide new insights on the evolution of land take and this new indicator can represent a critical element to work on to prevent future land transformation and protect natural and agricultural areas within the Italian context.

The spatial dimension of cycle logistics

US Cycle logistics is emerging as a promising alternative in urban freight transport. Compared to fossil fuelled vans, the use of cycles for delivering goods within urban areas offers advantages in terms of environmental friendliness, economic efficiency, flexibility, and liveability of urban neighbourhood. At the same time, cycle logistics has to face limits in terms of weight and volume of goods that can be delivered, distances that can be covered, and spatial urban structures that can be served. This latter issue has till now received less attention in the scientific literature: it is generally recognized that cycle logistics performs at its best in inner urban areas, but no systematic study has been realized to identify specific spatial requisites for the effectiveness of cycle logistics. This paper provides a brief review of the main issues that emerge from the literature over cycle logistics, and contributes to stimulate the debate over the spatial dimension of cycle logistics: it presents a classification of cycle logistics schemes, on the basis of their integration with other urban logistic facilities and of the spatial structure of delivery operations. A three-level classification is proposed, depending on the type of goods consolidation: only distribution without consolidation, consolidation in a fixed urban consolidation centre, or consolidation in a mobile depot; for each level, operational examples and case studies are provided. This systematizing typology could support both public and private operators in decisions about the organization of cycle logistics facilities, such as the location of urban consolidation centres or the composition of cycle fleets.