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R. Neri and L. A. Pezzetti
The Rogoredo-Santa Giulia area faces an opposite situation: is an industrial
brownfield that has lost the identity of the nucleus that developed around it. It is
fenced in by the road interchange system and the railway, which represents a potential but also a problem. The area has captured the interest of an ambitious project for
the construction of the new Santa Giulia District (in the area of the former Montedison steelwork company Redaelli, PII 2005, Project N. Foster, P. Caputo partnership),
which, left unfinished, failed to renew the identity of the area. A new project is now
ongoing.
Urban and social segregation, disorder, heterogeneity, and lack of social spaces and
facilities characterize this part of the city, although it enjoys both rail and metropolitan
connections (underground yellow line).
3 Integration of Green and Cycling Paths in Milano’s
Smart Districts
Mitigated and cycling paths form the support structure for ‘slow mobility’ intercepting and directing consistently the localization of district facilities while assuring
new uses of the city and urban relationships. Advanced communities have started
to rethink their own development processes, leading to new open strategic options
in view of a change in their overall behavior. One of the benefits is a new rising
sensibility toward ‘slow mobility (Croce et al. 2017).’
The part of the city in which the EU-GUGLE interventions are carried out has
therefore emphasized the need to rethink and reorient the slow and cycling mobility not only in a radial direction, connecting the suburbs to the downtown, but also
in a circular direction to reconnect districts which are isolated from infrastructures,
enhancing their proximity to peri-urban parks and their access to connection hubs (FS
Rogoredo station, subways), oting green lines and finding a new use for neglected
infrastructures, such as disused railways, provides an opportunity for low carbon
travel experiences since reconversion policies promote new uses, arrest decay processes, and re-establish continuity in the environmental system, using existing linear
infrastructures. Consequently, the decommissioned railroad recovery has become a
focus of redevelopment projects in many European countries. Green lines implementation and Rogoredo-Poasco decommissioned railroad recovery has been assumed
by the research and Milan Municipality as a major opportunity to connect with the
many ATU (urban transformation areas) and peri-urban projects that so far were not
considered in a comprehensive frame of the smart city and low-carbon city concept.
Pedestrian and cycle connections are also means to trigger sustainability processes relating not only to mobility and transportation but also to the subject of a
0-km production chain. The project may connect to other existing projects such as
OpenAgri, the ‘Open Innovation Hub on Peri-Urban Agriculture,’ Sharing Cities,
and Lighthouse, which are located in the area.
R. Neri and L. A. Pezzetti
The Rogoredo-Santa Giulia area faces an opposite situation: is an industrial
brownfield that has lost the identity of the nucleus that developed around it. It is
fenced in by the road interchange system and the railway, which represents a potential but also a problem. The area has captured the interest of an ambitious project for
the construction of the new Santa Giulia District (in the area of the former Montedison steelwork company Redaelli, PII 2005, Project N. Foster, P. Caputo partnership),
which, left unfinished, failed to renew the identity of the area. A new project is now
ongoing.
Urban and social segregation, disorder, heterogeneity, and lack of social spaces and
facilities characterize this part of the city, although it enjoys both rail and metropolitan
connections (underground yellow line).
3 Integration of Green and Cycling Paths in Milano’s
Smart Districts
Mitigated and cycling paths form the support structure for ‘slow mobility’ intercepting and directing consistently the localization of district facilities while assuring
new uses of the city and urban relationships. Advanced communities have started
to rethink their own development processes, leading to new open strategic options
in view of a change in their overall behavior. One of the benefits is a new rising
sensibility toward ‘slow mobility (Croce et al. 2017).’
The part of the city in which the EU-GUGLE interventions are carried out has
therefore emphasized the need to rethink and reorient the slow and cycling mobility not only in a radial direction, connecting the suburbs to the downtown, but also
in a circular direction to reconnect districts which are isolated from infrastructures,
enhancing their proximity to peri-urban parks and their access to connection hubs (FS
Rogoredo station, subways), oting green lines and finding a new use for neglected
infrastructures, such as disused railways, provides an opportunity for low carbon
travel experiences since reconversion policies promote new uses, arrest decay processes, and re-establish continuity in the environmental system, using existing linear
infrastructures. Consequently, the decommissioned railroad recovery has become a
focus of redevelopment projects in many European countries. Green lines implementation and Rogoredo-Poasco decommissioned railroad recovery has been assumed
by the research and Milan Municipality as a major opportunity to connect with the
many ATU (urban transformation areas) and peri-urban projects that so far were not
considered in a comprehensive frame of the smart city and low-carbon city concept.
Pedestrian and cycle connections are also means to trigger sustainability processes relating not only to mobility and transportation but also to the subject of a
0-km production chain. The project may connect to other existing projects such as
OpenAgri, the ‘Open Innovation Hub on Peri-Urban Agriculture,’ Sharing Cities,
and Lighthouse, which are located in the area.