02 Rethinking Treviso Airport Urbanism

Reth inking Tr eviso Airport Ur banism

L a n d s c a p e d e s i g n s t rat e g i e s f r o m n o w o n

L a u r a Cipriani

Aracne

02

AIRPORT URBANISM

airports, landscapes and cities

02

Direttore Laura Cipriani Università degli Studi di Trento

Comitato scientifico Bernardo Secchi† Università Iuav di Venezia

Giovanni Corbellini Università degli Studi di Trieste

Marino Lupi Università degli Studi di Pisa

Charles Waldheim Harvard Design School, USA

AIRPORT URBANISM

“The airplane, flying over forests, rivers, mountains, and seas and revealing supremely powerful laws, the simple principles which regulate natural phenomena, will arrive at the city of the new era of machine civilization.” “ L’aeroplano sorvolando le foreste, i fiumi, le montagne e i mari e avendoci rivelato le grandi leggi forti, i principi semplici che regolano gli eventi naturali, arriverà sulle città della nuova era della civiltà macchinista ”.

Le Corbusier

The book series welcomes research works and research by design projects dealing with the airport landscape theme. The interdisciplinary approach aims to stimulate debate and knowledge of a topic which is still marginal in international scientific debate and the teaching field.

La collana accoglie ricerca e sperimentazioni progettuali relativamente alla tematica aeroporti e paesaggio. L’approccio interdisciplinare adottato intende stimolare il dibattito e la conoscenza su un tema ancora marginale nella formazione didattica e nel dibattito scientifico internazionale.

This publication is fruit of the Urban Design Course held during the first semester of the 2012-13 academic year at the IUAV Venice University Institute of Architecture and, as far as the preparatory and post-publication work is concerned, is the product of the Marie Curie Cofund research programme held by the author at Trento University.

European Community

Marie Curie Actions Cofund

Autonomous Province of Trento

The researcher is supported by the European Community and the Autonomous Province of Trento and co-funded by Marie Curie Actions. The work leading to this publication received funding under the 7th European Community Framework Programme 7 PQ/2007-2013 and from the Autonomous Province of Trento under Grant Agreement no. 226070 (notice “researcher post-doc 2010 Incoming CALL 1” - Project “Trentino PCOFUND-GA-2008-226070”).

RETHINKING TREVISO AIRPORT URBANISM

L A N D S C A P E D E S I G N S T R AT E G I E S F R O M N O W O N

Laura Cipriani ed.

Copyright © MMXIV ARACNE editrice S.r.l. www.aracneeditrice.it info@aracneeditrice.it via Raffaele Garofalo, 133/A–B 00173 Roma (06) 93781065

is b n

978–88–548–7437–4

I diritti di traduzione, di memorizzazione elettronica, di riproduzione e di adattamento anche parziale, con qualsiasi mezzo, sono riservati per tutti i Paesi.

Non sono assolutamente consentite le fotocopie senza il permesso scritto dell’Editore.

I edizione: agosto 2014

WRITTEN BY Laura Cipriani

CONCEPT AND PRELIMINARY STUDIES Laura Cipriani

TRANSLATOR Ter Centro Traduzioni

COLLECTION OF HISTORIC AND CARTOGRAPHIC DATA Alice Covatta

IMAGES AND PHOTOS Student authors and Laura Cipriani Students: Ilaria Alfonsi, Andrè Ballis, Davide Battilana, Alessia Benso, Mattia Bergamo, Giulia Bergo, Anna Didi Bettiol, Marina Bianche, Elisabetta Bizzotto, Andrea Boatti, Serena Borella, Davide Cais, Filippo Carraro, Irene Carraro, Anna Cerantola, Gianluca Comandini, Celeste Da Boit, Ignacio de Villalain, Alessandro Donzello, Gianluca Facchinelli, Guido Frison, Andrea Gallo, Laura Garbo, Lara Gibellato, Cristina Girolimetto, Marie Herault, Emanuele Isidoro, Dusan Jovanovic’, Stefano Longo, Pierluigi Marangoni, Federico Marcato, Annachiara Marcon, Francesca Marconato, Andrea Marinelli, Nicola Mascotto, Alessandro Mercanti, Mirko Moretti, Ketty Moro, Michele Munerati, Lorenzo Musio, Giovanni Niero, Carlo Olivato, Matteo Paiano, Luca Ronchi, Raul Sanz, Marco Scattolin, Davide Scomparin, Jacopo Scremin, Francesca Settembrini, Francesca Silva, Caterina Soranzo, Mauro Sordon, Michela Tarzariol, Jacopo Tiso, Alberto Tonon, Maria Trillo, Giovanni Vendrame, Luisa Maria Viero, Elisa Volpato, Marco Zanchetta, Alessio Zanella, Niccolò Zanus, Cristina Zanuso

GRAPHIC DESIGN Laura Cipriani

LAYOUT Laura Cipriani and Alice Covatta

PROFESSOR Laura Cipriani

TEACHING ASSISTANTS Alice Covatta with Sergio Bortolussi

STUDENT GROU PS Marina Bianche, Marie Herault, Francesca Silva Serena Borella, Alessandro Donzello, Marco Scattolin Alessia Benso, Anna Didi Bettiol, Laura Garbo, Ketty Moro, Cristina Zanuso Gianluca Facchinelli, Lara Gibellato, Dusan Jovanovic’, Lorenzo Musio, Carlo Olivato Davide Cais, Michele Munerati Giulia Bergo, Irene Carraro, Guido Frison, Elisa Volpato, Alessio Zanella Luca Ronchi, Mauro Sordon, Michela Tarzariol, Giovanni Vendrame, Marco Zanchetta Andrè Ballis, Alessandro Mercanti, Niccolò Zanus Celeste Da Boit, Stefano Longo, Francesca Marconato, Luisa Maria Viero Ignacio de Villalain, Raul Sanz, Maria Trillo Ilaria Alfonsi, Anna Cerantola, Andrea Gallo, Annachiara Marcon Davide Battilana, Mattia Bergamo, Davide Scomparin, Alberto Tonon, Jacopo Scremin Elisabetta Bizzotto, Cristina Girolimetto, Mirko Moretti, Giovanni Niero Andrea Boatti, Filippo Carraro, Gianluca Comandini Emanuele Isidoro, Pierluigi Marangoni, Federico Marcato, Andrea Marinelli, Nicola Mascotto Matteo Paiano, Francesca Settembrini, Caterina Soranzo, Jacopo Tiso

RETHINKING TREVISO AIRPORT URBANISM

L A N D S C A P E D E S I G N S T R AT E G I E S F R O M N O W O N

CONTENTS

RETHINKING TREVISO AIRPORT URBANISM LANDSCAPE DESIGN STRATEGIES FROM NOW ON

10

ACKNOWLEDGEMENTS

12 INTRODUCTION

26

RESEARCH BY DESIGN

28 Infrascape 48 Waterscape 72 Greenscape 82 Energyscape 90

Urbanscape

TOOLS

98

Semiserious Tools | SHORT TERM

100

Ecological Tools | MEDIUM TERM

116

Ground-water Tools | LONG TERM

138

DESIGN BY RESEARCH

150

Scenarios | MEDIUM TERM

152

Extreme Scenarios | LONG TERM

192

REFERENCES

210

IMAGE CREDITS

220

ACKNOWLEDGEMENTS

This publication is fruit of the Urban Design Course held during the first semester of the 2012-13 academic year at the Iuav University of Venice and, as far as the preparatory and post-publication work is concerned, is the product of my Marie Curie Cofund research programme at Trento University.

Firstly, I would like to thank my students and their constant commitment throughout the semester. Without them, this publication would never have seen the light of day.

A special thank you to my collaborators. In particular, to my indispensable assistant during this teaching experiment, Alice Covatta, for her constant help extending long after the end of the semester and to Sergio Bortolussi for his support during the design workshop.

My thanks to the Iuav University of Venice for allowing me to work with a highly motivated group of students at a high professional level.

My thanks to the Marie Curie Cofund Programme and Trento Province for having given me the opportunity to apply my research in a teaching context.

Without the experience and knowledge acquired during the three-year research programme, I would never have been able to reflect on the methods to adopt during the semester.

The study is also indebted to numerous people and a multitude of authorities, administrations and mapping centres with whom I have been in contact.

My thanks to the Municipality of Quinto di Treviso and in particular to Andrea

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A CKNO L EDGEMENTS

Sancassani of the Urban Planning Department for his willing help during site visits and meetings; to Annalisa Pignata in the Environment Sector for her useful and precise technical-environmental indications and to Mayor Mauro Dal Zilio for his interest and participation during the final workshop.

My thanks to the local Treviso associations who helped me look at the area from another point of view. In particular, I would like to express my extreme gratitude to the Treviso Airport Committee, to Director Dante Faraoni and to Alessandro Sottana for their constant support of our work.

My thanks to Stefano Bucci, director of the Sile Natural Park, for having shared opinions and ideas for reflection with us during his participation in the workshop.

A special thanks must also go to the libraries we were in contact with to retrieve texts and information - to the Iuav University of Venice Library and to the Interdepartmental Center for Survey, Mapping and Processing (CIRCE) for the invaluable cartographic material.

My thanks to everyone.

R ETHINKING T R EVISO A I R PO RT U R B A NISM

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INTRODUCTION R ETHINKING T R EVISO A I R PO RT U R B A NISM

VENETO IS THE MOST VISITED ITALIAN REGION THE VENETO REGION AREA

18 399 km² 4 960 336 269.6 PEOPLE IN VENETO REGION

TREVISO

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INT R OD U CTION

PEOPLE/km² IN VENETO REGION

INTRODUCTION

When I was asked to teach an urban planning course for the Second Level Degree in Constructions and Conservation at the Iuav University of Venice, I felt it would be a good opportunity to apply my recent research on airports and the landscape to a concrete project where I would finally be able to try out a series of methodological and design choices together.

The idea was to modulate the urban planning workshop with multi-disciplinary knowledge which included airport-infrastructure related themes, but above all explored the numerous environmental questions which today require urgent answers.

Airports are playing an ever more important role in regional and local development. Infrastructure on this scale benefits society as a whole, but the environmental and social effects are a particularly heavy burden on the communities directly involved. How is the landscape modified by air transportation? Can the landscape and airport infrastructure be integrated following ecological criteria? How can an airport be integrated into the local context? What design devices can be used? How can we combine today’s technological requirements with the need for unforeseen new functions in the future? In the future, how might disused airport infrastructure possibly be “recycled”?

The publication is therefore the outcome of an Urban Planning workshop held during the 2012-13 academic year and considering the theme “airport and landscape”, taking as its starting point the study of an area in north east Italy near the city of Treviso, more precisely, the area surrounding the low cost civil airport of Quinto di Treviso and the military airfield of Istrana.

Treviso Canova airport is the paradigm of that extensive network of airports located near minor towns and cities which has been developing in Europe over

R ETHINKING T R EVISO A I R PO RT U R B A NISM

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the last ten years or so with the advent of low cost air companies. Initially a military airfield, then from the end of the 1950s converted to civil use to serve the city of Venice, since the beginning of the 2000s, it has grown into one of north east Italy’s most utilised low cost airports, progressively increasing its volume of traffic and expanding its runways and the terminal over the years.

Istrana airport, on the other hand, is a military airfield constructed in the 1950s which will gradually be abandoned over the next few years due to lack of use and high operating costs.

The decision to study Treviso was not a random choice.

Firstly, the infrastructural, environmental and social conditions in the study area make it extremely complex. Canova airport is located in a protected natural area along Europe’s longest resurgence river, the Sile, and the aviation activities, incompatible with the ecological characteristics of the area, clearly give rise to obvious contradictions.

Taking the environmental issues as its starting point, this study sets out to rethink the area, paying attention not just to infrastructural aspects, but above all studying the water systems, green spaces, residential areas, historical heritage sites, abandoned industrial sites and local inhabitants. The real protagonist of the study is thus the local area as a whole and in all its complexity.

From the study, the landscape and city sometimes emerge as spectators, rather than actors, leaving the (in)visible hand of the capitalist system to design the places. The rapid spatial transformations are often not guided by comparative or critical studies, but rather seem to be disciplined by precise commercial logics which identify in the weakness of urban planning tools a potential to be exploited to their advantage. The randomness of the initiatives and absence of integrated global projects allow the spread of an urban production model which passively follows the dynamics and dynamism of the market, flexible in embracing the new paradigms of consumption, but incapable and impotent to govern and understand the systems of local change.

Precisely to avoid being subordinate to the economic forces, pressures of speculation, chance and the immediacy of decision-making, this study therefore intends to adopt a methodological approach which interprets the landscape in its entirety.

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INT R OD U CTION

STUDY AREA On this page, the study area and principal local elements.

TREVISO CITY CENTER CANOVA AIRPORT ISTRANA AIRPORT SANT’ANGELO CHURCH “FONTANASSO” SPRING ISTRANA QUINTO DI TREVISO

PAESE WASTEWATER TREATMENT PLANT OLD RAILWAY LINE | TREVISO OSTIGLIA CURRENT RAILWAY LINE “POSTUMIA” ROAD SILE RIVER

R ETHINKING T R EVISO A I R PO RT U R B A NISM

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LANDSCAPE Transformations

1954

Left: urban evolution of the study area.

Canova airfield was transformed into a civil airport in the 1930s.

With construction of the terminal in 1953, the airport was opened to the public.

Until the opening of Venice Tessera airport in 1960, Canova airport was the airport closest to the nearby city of Venice.

The airport of Treviso-Istrana was built in 1954 for military purposes.

Source data: GAI Flight, 1954-55; Reven flight, 1954-55; Reven flight, 1978; Ortophoto AGEA, 2006.

1978

Right: historic evolution of the Sile riverbed located next to Canova airport.

Water capacity progressively decreases down the centuries.

Source data: GAI Flight, 1954-55; Reven flight, 1954-55; Reven flight, 1978; Ortophoto AGEA, 2006.

1983

2006

18

R ESE A R CH B Y DESIGN

1954

1978

1983

2006

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Secondly, the intention was to apply my research on “ecological airport urbanism” in a teaching context and to establish a methodology of work for airport areas which could link research to design.

That is why this study seeks to address multiple issues related to urban and environmental airport impacts and to identify possible interventions to achieve an “eco-airport system” – an infrastructure model to be applied in other regional contexts. In particular, the intention was to focus on Treviso airport areas as an experimental field investigation in order to develop a working methodology and strategic-planning proposal to guide the planning and design of an ecological airport system at the urban scale.

The decision to work with a group of students at Treviso made it possible to synthesize and re-elaborate a series of teaching methods learnt in the past, with the inevitable addition of personal didactic experimentation and methods.

The course envisaged a design approach based on research and knowledge of the local area (“research by design”/“design by research”), accompanied by a series of participatory workshops aimed at drawing up alternative short, medium and long term scenarios.

In this context, it is necessary to make a critical reflection on the experiences and perspectives of both the educational experience and urban planning research. “Research by design” is still little recognised in international scientific literature, although it is an indispensable element in the applied sciences, such as the disciplines of urban and landscape planning.

Moreover, despite the fact that design and planning experience is fundamental in the academic training of landscape architects and urban planners, often the teaching of design skills does not follow precise phases and methodological choices, in the conviction that you cannot fully teach someone “how to design.”

On the contrary, the course started out with the precise aim of giving the participants a critical sensitivity for analysis and re-invention of the local area, through a series of methods which support the design process on the various scales of action.

The first part of the publication – “Research by design” – is the fruit of a collective study aimed at rethinking part of the landscape around Treviso’s two airports, starting with improvement of the water system and ecological corridors, green spaces, residential areas, historical heritage sites and

20

INT R OD U CTION

industrial sites. The categories of infrascape, waterscape, greenscape, energyscape and urbanscape made it possible to know the complexity of the area and keep it together before making any design choices.

The second part of the book – “Tools” – presents a series of short, medium and long term design devices, strategies and tactics.

In particular, the first study – Semiserious tools – proposes a series of smallscale design measures to implement in the short term (one year) and with limited financial resources. The proposals do not aim to resolve the great ecological issues which afflict the area, but rather try and involve the local populations in the landscape project, thus reducing the divergent interests and conflicts currently present.

[][][] RESEARCH BY DESIGN

INFRASCAPE

TOOLS

SEMISERIOUS TOOLS SHORT TERM

SCENARIOS MEDIUM TERM

WATERSCAPE

GREENSCAPE

ECOLOGICAL TOOLS MEDIUM TERM

EXTREME SCENARIOS LONG TERM

ENERGYSCAPE

URBANSCAPE

DESIGN BY RESEARCH

GROUND-WATER TOOLS LONG TERM

The working methodology: research by design, tools, and design by research.

The tools and the design phases are all based on the changing nature of time.

Content and diagram by L. Cipriani.

STUDIO ORGANIZATION The studio was organized as a single team consisting of one professor, two teaching assistants and sixty-three students. On the right, the phases of the studio.

1 P R OFESSO R

63 2

A SSIST A NTS

ST U DENTS

22

INT R OD U CTION

1. PRELIMINARY STUDIES AND DATA COLLECTION

2. BEGINNING OF STUDY AND GROUP ORGANIZATION

4. SITE VISIT AND INITIAL PARTICIPATORY MEETINGS (local administrations, NGOs, etc.)

5. MAPPING ANALYSIS OF THE STUDY AREA

Airport

7. BRAINSTORMING ACTIVITIES

3. COLLECTION OF HISTORIC AND CARTOGRAPHIC DATA

7. PARTICIPATORY WORKSHOP WITH STUDENTS AND STAKEHOLDERS

Sile

8. SCENARIO SELECTION

9. FINAL DESIGN WORKSHOP ACCORDING TO SELECTED SCENARIOS

R ETHINKING T R EVISO A I R PO RT U R B A NISM

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The second study – Ecological tools – presents a series of ecological measures for implementation in the medium term over a ten, twenty or thirty year period.

The tools proposed are aimed at increasing soil permeability, improving the water system and protecting the plants and wildlife in the area. These are medium-term measures requiring substantial financial investments, but which if implemented can bring concrete advantages to the local area and its inhabitants.

The third part of the publication – Groundwater tools – presents extremely technical and detailed solutions to the problem of soil and groundwater pollution in the area concerned. By their very nature, these measures must be implemented over a long period in order to produce significant benefits for the environment.

The third part of the volume – “Design by research” – describes the design work undertaken by the individual groups of students and the medium (2030) and long (2100) term scenarios.

The aim of the study was to develop a series of alternative scenarios. Two types of scenario were considered: short term (2020-2030) on the basis of the studies and proposals presented by various decision-making bodies during the participatory workshops we undertook during the semester, and long term (2100), stimulating reflection on the measures and decisions to be taken in light of the severe effects of climate change.

Planning by means of scenarios means answering the question “what if…?”

The scenario is a tool for exploring the future in conditions of uncertainty and complexity constructed on the basis of hypothetical reasoning.

For example, what happens if an airport becomes an intermodal centre? What happens if air traffic increases? What happens, on the contrary, if air traffic drops and in this case what role can the airport play in the landscape? What measures can/must be taken to mitigate noise, control the flood risk or protect the natural environment?

The aim of preparing a matrix of scenarios is not to favour a particular hypothesis, nor to confirm the validity or otherwise of decisions currently being discussed, but rather to support the decision-making process which must involve the local communities.

The objective of planning using scenarios is to support the decision-making

24

INT R OD U CTION

processes inherent in issues characterised by a high degree of uncertainty. The value of scenario assisted planning lies not in the answer, but in the discipline of “creative thinking.� The objective is not to select the most probable scenario, or the one which best satisfies the expectations, but rather to pave the way for a flexible response to major events if they occur and irrespective of their nature.

During this phase, consideration was given to a series of possible alternatives which the institutions and citizens must define for future development from a physical, economic and environmental point of view. The landscape transformation scenarios and strategies proposed must be considered as a whole, irrespective of the air transportation phenomena. An effective strategic plan for airports and their environs must reflect on the complexity of the landscape, from mobility networks to water systems, green areas, ecological networks, disused industrial sites and residential areas.

The method and proposed matrix of scenarios help define landscape planning according to future alternatives, guiding not just short term decision making, but also giving the planning process the degree of flexibility necessary to adapt to the landscape transformations which may occur in the near future.

Clear, strong, well-informed landscape planning is the key not just to tackling the unpredictability of air communications, but also to planning the ecological development of the area and region concerned.

The short term scenarios are followed by long term reflection projected until 2100. The long-term scenario tool was then integrated with the paradox tool.

What happens if the world’s food resources become ever scarcer? Can we imagine a dense city which dedicates ever more space to agriculture in the surrounding area?

The paradox of the dense city therefore meant reflecting on the growing value of land as a driving force behind landscape transformations in order to provide for the subsistence of modern man. What would happen, on the other hand, if the hotter temperatures in north east Italy caused by the current climate change proved irreversible? What would be the consequences for species, water resources and local crops? The paradox of extreme climate change aims to project the area to 2100, reflecting on the actual environmental and economic consequences which will modify the local area in the long term.

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RESEARCH BY DESIGN The first part of the publication – “Research by design” – is the fruit of a c o l l e c t i v e s t u d y a i m e d a t r e t h i n k i n g p a r t o f t h e l a n d s c a p e a r o u n d Tr e v i s o ’s two airports, starting with improvement of the water system and ecological corridors, green spaces, residential areas, historical heritage sites and industrial sites. The categories of infrascape, waterscape, greenscape, energyscape and urbanscape made it possible to know the complexity of the area and keep it together before making any design choices.

INFRASCAPE

0 1

10 km

REGIONAL INFRASCAPE On this page, the study area and principal regional infrastructures.

ISTRANA AIRPORT TREVISO CANOVA AIRPORT

VENICE AIRPORT

PADOVA

VENICE

land airport railway line

Regional Infrascape More than other areas in Italy, the economic organisation of the North East is characterised by a demand for long distance, highly flexible mobility, fragmented in both origin and destination. In recent decades internationalisation of the economic system and delocalisation of production activities have intensified, without corresponding development of an adequate long distance transport system.

In this area, there are in fact numerous airports at different levels, from the main airport centres of Venice-Tessera and Verona through the airports of Treviso, Bolzano, Trento and Ronchi dei Legionari to a myriad of airfields covering almost the entire area. They are still not, however, organised according to a coherent plan on first national, then interregional level.

For many years, the lack of specific airport infrastructure plans made a long term vision impossible, creating a state of permanent uncertainty not just concerning airports, airport operators, airlines, local authorities and financers, but above all in the local area from a landscape, environmental and urban point of view.

The lack of vast scale planning has fuelled risky competition among airports, often translating into fierce antagonism between cities and regions.

Geographical and socio-economic characteristics, inadequate regulatory provisions and a fragmented offer are just some of the elements peculiar to the Italian aviation sector. State action is contradictory. On one hand it is absent and unable to provide continuity and regulatory uniformity, on the other, it is the preponderant protagonist in pervasive but often unsuitable public action.

Constitution of an airports network, efficient both in terms of the use of scarce resources (land, airspace, etc.) and in the provision of services (to ensure that the development of one airport does not damage that of another), calls for the creation of complementary, rather than competitive, functional links.

A series of considerations must also be made regarding the environmental systems in relation to the main airports in the North East. It is significant to note that many airports currently defined as first level stand on delicate environmental systems near watercourses and in areas of widespread urban development (Cipriani, 2012b).

Considering the Veneto, Friuli, and Trentino Alto Adige regions in the north east of Italy, 3 main airports and 5 secondary airports are located near Special Conservation Areas (SACs) and Special Protection Areas (SPAs).

Treviso Canova airport is one of them.

Treviso Study Area The study area is located in north east Italy near the city of Treviso, more precisely, in the area surrounding the low cost civil airport of Quinto di Treviso and the military airfield of Istrana.

Treviso Canova airport is the paradigm of that extensive network of airports located near minor towns and cities which has been developing in Europe over the last ten years or so with the advent of low cost air companies. Initially a military airfield, then from the end of the 1950s

Treviso city center Canova airport Istrana airport Sant’angelo church “Fontanasso” spring Istrana Quinto di Treviso

Paese Wastewater treatment plant Old railway line | Treviso Ostiglia Current railway line “Postumia” road Sile river

converted to civil use to serve the city of Venice, since the beginning of the 2000s, it has grown into one of north east Italy’s most utilised low cost airports, progressively increasing its volume of traffic and expanding its runways and the terminal over the years.

Istrana airport, on the other hand, is a military airfield constructed in the 1950s which will gradually be abandoned over the next few years due to lack of use and high operating costs.

0

0. 5

1. 5 km

LANDSCAPE AND TECHNOLOGICAL CONSTRAINTS

32

R ESE A R CH B Y DESIGN

technological constraints landscape constraints airport restrictions Sile river railway line

Left: landscape and technological constraints in the study area. Constructions must respect the minimum distance of: 20 meters from any state property boundary; 50 meters from quarry perimeters; 100 meters from wastewater treatment plants; 200 meters from cemetery property boundary. Source data: CTR, 2003.

Authors’ work.

On this page: Ryanair Boeing 737-800 in the R ETHINKING T R EVISO A I Rlanding PO RT Uphase R B A NISM on the Sile river.

33

0

0. 5

CANOVA AIRPORT Landing and takeoff restrictions at Canova civil airport. Source Data: Quinto Municipality Master Plan , 1993; CTR, 2003. Authors’ work.

forbidden in these areas: industries and warehouses high urban density schools community services sporting facilities

34

R ESE A R CH B Y DESIGN

low risk area medium risk area high risk area

1. 5 Km

TREES LOST Trees are cut for safety reasons.

The photo was taken in the surroundings of Canova airport. Photo by the authors.

R ETHINKING T R EVISO A I R PO RT U R B A NISM

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In the past, bell towers were shortened for safety reasons.

On the right, Sant’Angelo church today and top left, how the church looked in 1939.

Photo by the authors.

36

R ESE A R CH B Y DESIGN

Bottom left: San Giuseppe church in 1954.

R ETHINKING T R EVISO A I R PO RT U R B A NISM

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0

0. 5

ISTRANA AIRPORT

military easement ICAO chart buffer military zones 38

R ESE A R CH B Y DESIGN

railway

1. 5 Km

Istrana airport is a military airbase belonging to the Italian armed forces.

In the near future, the airfield will probably be dismantled due to excessive operating costs.

On this page: the runway at Istrana airport. Photo by the authors.

Left: landing and takeoff restrictions at Istrana airport. Italian military regulations (Law no. 898 of 24 December 1976) prohibit construction of ground elevations, above-ground tunnels or channels; digging of trenches or channels lower than 50 cm; opening and use of quarries; installation of electrical equipment or transmission centers; construction of roads; construction of walls or buildings; raising of existing walls or buildings; use of prohibited materials in buildings. Source Data: CTR, 2003; PAT Comune di Istrana , 2009; PAT Comune di Paese , 2009; Masterplan Aeroporto di Treviso Antonio Canova , 2011. Authors’ work.

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0

0. 5

CANOVA AIRPORT AIRSPACE

1. 5 km

H:16

0M

0M H: 6

Sile river Sile Natural Park airspace aerodrome chart airport boundary

CANOVA AIRPORT 2012-2030

2012 TAKEOFFS 100% ON RUNWAY 25

On this page: Canova airport planned landings and takeoffs from 2012 to 2030.

Normally airports use a traffic pattern to assure smooth traffic flow between departing and arriving aircraft. Today, landings and takeoffs follow the same direction as the municipality of Treviso is located on the right of the airport.

From 2020 the Canova airport master plan envisages that departures will be distributed among the neighboring municipalities.

The airport master plan envisages that: in 2020, departures will be 45% over Treviso and 55% over Quinto; in 2030 departures, they will be 50% over Treviso and 50% over Quinto.

Current noise abatement procedures and devices are not able to adequately mitigate noise.

Source data: CTR, 2003; Masterplan Aeroporto di Treviso “Antonio Canova” , 2011.

Authors’ work.

2015 TAKEOFFS 100% ON RUNWAY 25

2020 TAKEOFFS 55% ON RUNWAY 25 45% ON RUNWAY 07

Left: overview of the Canova Airport and Sile river.

Authors’ work.

2030 TAKEOFFS 50% ON RUNWAY 25 50% ON RUNWAY 07

R ETHINKING T R EVISO A I R PO RT U R B A NISM

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View of the Canova airport. On the left, Sant’Angelo Church along the Sile river. Photo by 4the 2 authors.R ESE A R CH B Y DESIGN

2030

2012

NEW BUILDINGS

AIRPORT EXPANSION 2030

NEW AIRSIDE INTERVENTIONS

NEW PARKING

Canova airport phasing master plan from 2013 to 2030. Today, landing and takeoff follow the same direction as the municipality of Treviso is located on the right of the airport. From 2020 Canova airport master plan envisages that departures will be distributed among the neighboring municipalities. In 2030 the foreseen increase of flights contravenes current legislation which allows a maximum limit of 16 300 flights per year. Source Data: Piano di Sviluppo Aeroportuale (2011 – 2030) , 2012. Authors’ work.

R ETHINKING T R EVISO A I R PO RT U R B A NISM

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0

0. 5

1. 5 km

OLD AND NEW RAILWAY LINES

railway line previous railway line (ex Treviso-Ostiglia) bicycle paths 44

R ESE A R CH B Y DESIGN

primary roads

Today Canova airport is not served by rail.

The majority of passengers come to the airport by car or bus.

On this page: the old Treviso-Ostiglia railway line, partly transformed into a bicycle path.

Photo by the authors.

Left: the current Treviso-Castelfranco railway line and the old Treviso-Ostiglia railway line. There are no stations coinciding with Istrana military airport.

R ETHINKING T R EVISO SourceA Idata: R PO RT CTR, U R2003.

B A NISM Authors’ work.

45

0

0. 5

1. 5 km

RAILWAY ZONE

minimum distance 0.05 km maximum distance 1.650 km

railway respect zones railway line 46

R ESE A R CH B Y DESIGN

primary roads

On this page: Treviso-Castelfranco railway line.

Photo by the authors.

Left: railway line restrictions. Inside the railway safety zone, new buildings may not be built, but existing buildings can be transformed.

The minimum distance is 30 meters from the railway line. Source: CTR, 2003. Authors’ work.

R ETHINKING T R EVISO A I R PO RT U R B A NISM

47

WATERSCAPE

0007 dams

0008 fish farms

0016 mills

>700 bridges

>2000

protected buildings

00011

water treatment plants

00010 dumps

>200

military buidings

0041 churches

0013

graveyards

0043

On this page: one of the mills along the Sile river.

Photo by the authors.

0126

Below: landmarks along the Sile River. Source data: Parco Regionale naturale del Fiume Sile, Piano Ambientale , 2000; CTR, 2003.

Authors’ work.

schools

sports fields

50

R ESE A R CH B Y DESIGN

Canova airport is situated in a protected natural area of great environmental value along the Sile river.

There are evident contradictions with the aviation activities which are incompatible with the ecological characteristics of the river.

With a length of 95 km, the Sile is a resurgence river fed by perennial springs rising at the foot of the great alluvial plain formed by the Piave and Brenta rivers.

Study of the area therefore required in-depth analysis of the hydrographic system, from the quality of surface and underground water to the hydraulic risk and past transformations of the river’s course.

Although the river is the predominant element in the landscape and along its course there are a series of elements of high historical value (mills, fish farms, churches, villas), it is not used to best advantage.

Access to the river is currently prevented by the fragmentation of property along the banks. The fences of small pieces of land or large properties, such as the area occupied by the airport itself, make it impossible to even get a view along the river banks.

WATERSCAPE

mill water treatment plant fish farm dump bridge

0

PROTECTED HISTORIC BUILDINGS In this photo: Sant’Angelo church along the Sile river. The church is located next to Canova airport. Photo by the authors.

Below: protected historic buildings along the Sile river. Source data: Parco Regionale naturale del Fiume Sile, Piano Ambientale, 2000; CTR, 2003.

Authors’ work.

52

R ESE A R CH B Y DESIGN

0. 5

1. 5 km

protected historicA Ibuilding R ETHINKING T R EVISO R PO RT U R B A NISM

53

0

FLOOD RISK In this photo: the Sile river. Photo by the authors.

Below: Flood risk along the Sile river. Source data: Parco Regionale naturale del Fiume Sile, Piano Ambientale , 2000; CTR, 2003.

Authors’ work.

flood risk 54

R ESE A R CH B Y DESIGN

Sile river

0. 5

1. 5 km

R ETHINKING T R EVISO A I R PO RT U R B A NISM

55

0

1

5 km

GROUND WATER ELEVATIONS AND FLOW DIRECTIONS

18

16

14

12

10

8

6

4

2 water spring belt Sile river flow direction water table contour line 56

R ESE A R CH B Y DESIGN

upper and lower spring belt

Resurgence strip A strip known as the “spring belt” between 2 and 30 km wide crosses the entire Po plain horizontally, dividing it into a hypothetical “upper” and “lower.” This phenomenon is caused by the fact that at the foot of the mountains, meteoric water and water from the Alpine rivers encounter coarse highly permeable soils through which they percolate underground. The groundwater moves very slowly from the mountains to the valley, following the natural slope of the land. In the middle of the plain, the gravely layer becomes thinner, the groundwater encounters clayey almost impermeable soils with a finer grain size and is forced upwards in the “spring belt” area. Here the water gushes spontaneously out of the ground to form pools of limpid drinkable water, often rich in minerals and at a temperature of 12-14°C. On this page: groundwater elevations, flow directions and the resurgence strip along the Sile river. Source data: SIT Provincia di Treviso, 2009.

Authors’ work.

0

50

100

300 m

SPRING BELT

SPRESIANO

TREVISO

SILE

SILE

QUARTO D’A.

SSE

GROUND WATER RECHARGE AREA RESURGENCE SPRING BELT HYDROGEOLOGICAL SYSTEM UNDER PRESSURE

This diagram shows the formation of a resurgence spring.

Rain percolates through the stony terrain (gravel) of the upper plain, forming an underground watercourse, the aquifer, which flows until it reaches the impermeable terrain (silt and clay) of the lower plain where it rises to the surface, forming springs in the resurgence spring belt.

Source data: SIT Provincia di Treviso, 2009.

Authors’ work.

gravel sand clay flow direction 58

R ESE A R CH B Y DESIGN

elevations a.s.l.

The resurgence spring area includes a number of typical natural elements such as the springs themselves (“fontanassi�), small lakes and marshy areas, peat bogs and a dense network of watercourses. Photos by the authors.

26

GROUNDWATER QUALITY MONITORING STATIONS ALONG THE SILE RIVER

124

WASTEWATER TREATMENT PLANTS IN TREVISO PROVINCE

30

WASTEWATER TREATMENT PLANTS DISCHARGE WATER INTO THE SILE RIVER

60

R ESE A R CH B Y DESIGN

5 km

1

0

WASTEWATER TREATMENT PLANTS

Source data: Piano di gestione dei bacini idrografici delle Alpi Orientali , 2010.

Authors’ work.

monitoring station wastewater treatment plant

0

Sile river ammonia nitrate, fertilizers 62

R ESE A R CH B Y DESIGN

mercury

1

5 km

GROUNDWATER POLLUTION

LEVEL LIMITS ITALIAN LAW 152/1999

The area corresponding to the course of the Sile river is characterised by the “Middle Plain between the Muson dei Sassi and Sile rivers”, MERCURY “Middle Plain between the Sile and Piave rivers” and “Lower Veneto Plain” hydrogeological basins.

In particular, the study area near the airport falls in the “Middle Plain between the Muson dei Sassi and Sile rivers” (MPMS) basin.

AMMONIA This extensive portion of the middle Treviso plain is one of the region’s most important resurgence spring areas.

Where the groundwater comes to the surface, it forms a complex system of small resurgence NITRATE springs which feed the Marzenego, Dese, Zero and Sile rivers.

In the MPMS basin, there is a well-differentiated system of gravels and silts/clays, leading to formation of a series of underground confined aquifers and a surface aquifer.

The groundwater oscillates at a depth of between 4 and 6 metres from the surface in the north and between 1.5 and 3 metres from the surface in the south.

In this area, the leaky confined aquifer generally has high concentrations of nitrates, plant health products and organohalogens deriving from the chemically polluted groundwater feeding the aquifer.

The basic chemical characteristics of the deep confined aquifers are, on the other hand, good as they are fed by groundwater coming from the deep part of the aquifer.

In unlocalizable parts of the land and aquifer, there are high concentrations of iron, manganese and ammonium ions, ascribable to the presence of argillic horizons in the stratigraphic series and thus with natural geological origins.

In 2011, mercury pollution was found in the study area near the airport in the municipality of Quinto di Treviso.

The image shows the approximate areas affected by the pollution described.

Source: Servizio osservatorio acque interne , R ETHINKING T R EVISO A I R PO ARPAV, RT U R2012.

B A NISM Authors’ work.

63

< 5,0 µ g/l < 5 mg/l

< 500 mg/l

0

1

5 km

GROUNDWATER POLLUTION SILE SPRING BELT

On this page: cross-section of the Sile river and levels of underground pollution.

During 2011, mercury pollution was discovered and investigated in the deep aquifers in a wide area to the south of Treviso. The numerous samples taken (more than 500 wells analysed and more than 600 analyses performed) enabled the salient characteristics of the phenomenon to be defined. The greatest concentrations were found in a strip about 10 km wide by 3 km long. It lies in a diagonal north-west to south-east direction from the north-east part of the municipality of Quinto di Treviso to Preganziol. The municipalities most affected, although in different ways, are in order Preganziol, Treviso and Quinto di Treviso.

In this area, the maximum concentration measured was just below 10 Îźg/L, the maximum limit permitted by Italian legislation. The recent investigation by the Regional Environmental Protection Agency for the Veneto (ARPAV) enabled the pollution to be localized vertically. Only the deepest aquifers were found to contain mercury.

The source of the pollution is currently unknown.

64 Authorsâ&#x20AC;&#x2122; work.

R ESE A R CH B Y DESIGN

CANOVA AIRPORT

TREVISO AIRPORT

CASALE SUL SILE

Sile level: 4 meters a.s.l.

Sile level: 5 meters a.s.l.

Sile level: 4 meters a.s.l.

CAâ&#x20AC;&#x2122; CORNER

CAPOSILE

JESOLO

MARINA DI CAVALLINO

Sile level: 2 meters a.s.l.

Sile level: 2 meters a.s.l.

Sile level: 2 meters a.s.l.

Sile level: 1 meter a.s.l.

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65

SURFACE WATER QUALITY

66

R ESE A R CH B Y DESIGN

2007

Left: the Sile river. Photo by the authors.

Right: levels of surface water quality along the Sile river from 2001 to 2008.

Source data: ARPAV, 2011. Authors’ work.

Ecological and chemical conditions Two indices must be evaluated to classify a water body (Italian Ministerial Decree 260/2010): the chemical condition and the ecological condition.

The maps show a marked difference between the two indicators. The chemical condition is good everywhere, while the ecological condition varies from high to poor. The chemical condition shows an absence of criticalities associated with the presence of dangerous chemical compounds.

The ecological condition, on the other hand, indicates the presence of sometimes marked criticalities as regards the more environmental aspects. The various samples corresponding to the years 2001-2008 show that the conditions of the plain downstream of the resurgence spring belt are fair or sometimes poor, while elsewhere the situation is less critical with bodies of water in good or high conditions.

LPM and eco LPM The Level of Pollution by Macrodescriptors (LPM) indicator shows a generally good situation.

The best conditions are found in the initial pre-alpine part of the watercourses where there is usually less anthropic pressure and in water bodies with the greatest flow where the anthropic pressure is “diluted” more effectively.

“good” surface water quality I level 1 level 2 level 3 level 4 “bad” surface water quality I level 5

2008

2009

2010

There are currently 65 active quarries and 174 abandoned quarries in the province.

The principal materials quarried are clays, sands and gravels and to a lesser extent limestone for concrete, marmorino and quartzite. Usually surrounded by hedges and fences, the quarries are closed off from the surrounding landscape and may include considerable volumes underground. It is calculated that quarries in Treviso province today account for a surface area of about 10 million m 2 for a total volume of 157 million m 3 . For example, large quarries may reach volumes corresponding to 85 times that of the San Marco basilica.

The residual volume for quarrying activities in Treviso province alone amounts to 63 million m 3 .

On this page: photo of a quarry below groundwater level in the study area and main data and diagrams regarding quarries in the Treviso province.

Source data: Regione del Veneto, Piano Regionale AttivitĂ di Cava. Sintesi dei dati sulle Cave Attive e Dismesse, 2008. Photo and diagrams by the authors.

TOTAL QUARRY AREA (Province of Treviso)

9 882 259 m2

TOTAL EXCAVATED VOLUME (Province of Treviso)

157 671 202 m3

RESIDUAL EXCAVATION VOLUME (Province of Treviso)

63 123 252 m3

QUARRIES

SMALL QUARRY EXCAVATED VOLUME =

1x SAN MARCO BASILICA VOLUME = 205 000 m 3

MEDIUM QUARRY EXCAVATED VOLUME =

3.5 x SAN MARCO BASILICA VOLUME =717 500 m 3

LARGE QUARRY EXCAVATED VOLUME =

85 x SAN MARCO BASILICA VOLUME = 17 425 000 m 3

0

0. 5

1. 5 km 0

0,5

QUARRY QUARRIES TYPES TYPES

active quarry above groundwater level

railway abandoned quarry above groundwater level active quarry below groundwater level

Source: CTR Treviso, 2003 RegioneRVeneto, 2012 ESE A R CH B Y DESIGN

70

active quarry quarry above gruondwater level level abandoned below groundwater abandoned quarry areaquarry above gruondwater level quarry area Sile river

1,5 Km

Left: active and abandoned quarries in the study area. This map shows abandoned and disused quarries in the study area. The quarries can be divided into two types, depending on whether the quarrying takes place above or below the groundwater. Quarries below the groundwater represent a threat to the environment through pollution of the underlying water bodies.

During correct planning of alluvial aggregates quarrying, as well as general reconstruction of the hydrogeological structure, it is particularly important to determine the depth of the first groundwater to allow the interactions between quarrying of the alluvial deposit and the underground water bodies to be determined.

Source data: Regione del Veneto, Piano Regionale AttivitĂ di Cava. Sintesi dei dati sulle Cave Attive e Dismesse , 2008; CTR, 2003. Authorsâ&#x20AC;&#x2122; work.

On this page: quarry above groundwater level in the study area. Photo by the authors.

R ETHINKING T R EVISO A I R PO RT U R B A NISM

71

GREENSCAPE

0

0. 5

GREENSCAPE

cultivated fields woods 74

R ESE A R CH B Y DESIGN

plantations

1. 5 km

Left: fields, plantations and woods in the study area. Source data: Piano Regolatore Generale (P.R.G.) di Treviso , 2010; Piano Regolatore Generale (P.R.G.) di Quinto di Treviso , 2010.

Authors’ work.

Cultivated fields and water attract many flocks of birds. From 2007 to 2009, there was a 200% increase in birdstrikes. In 2006 with 15 456 air movements, 19 birdstrikes were registered. In 2008 with 19 120 air movements, 35 birdstrikes were recorded. Source data: AERTRE, Thetis, Aeroporto di Treviso “Antonio Canova.” Piano di sviluppo aeroportuale (2011-2030). Studio di Impatto Ambientale. Sezione C. Quadro di riferimento ambientale , 2012; ENAC, Bird Strike Committee Italy. Relazione annuale. Anno 2009 , 2010. Authors’ work.

0

0. 5

1. 5 km

SOIL PERMEABILITY

low moderately low from moderately low moderately high from moderately high to high 76

R ESE A R CH B Y DESIGN

not permeable

Left and right: soil permeability of the study area.

Source data: ARPAV, Carta della permeabilità dei suoli , 2006. Authors’ work.

“Permeability” indicates the capacity of a soil to allow water to pass through it.

The soil permeability map shown here has been integrated to include impervious anthropic surfaces (roads, car parks, airport runways, buildings).

7The 8 Sile river R ESE andA its R CHfauna.

B Y DESIGN Photo by the authors.

GREEN SYSTEM

The 95 km Sile is a resurgence river. Although modified radically down the centuries, the resurgence area still includes the typical natural elements such as springs (“fontanassi”), pools and marshland, bogs and a dense network of watercourses. As well as the vegetation typical of water-meadows and resurgence pools (Carex, Cirsium, Caltha palustris, Iris pseudacorus), there are also isolated trees and small woods, relicts of the previous coverage typical of the hygrophilous lowland forest faces consisting of poplar, willow, alder, oak, elm, maple etc. The area is of considerable natural importance for the rich insect, reptile and amphibian life and precious fish fauna. It also boasts a large number of nesting and migratory bird species, including the honey buzzard, common buzzard, purple heron, grey heron, little egret and night heron.

Archaeological finds from the area show that the resurgence pools were inhabited during the recent Bronze Age. Left: natural reserve, vegetation and springs (“fontanassi”) in the nearbys of the Canova airport. Source data: Piano Regolatore Generale (P.R.G.) di Treviso , 2010. Authors’ work.

landscape protection intensive agricultural areas natural reserve vegetation recovery “Fontanasso” spring

R ETHINKING T R EVISO A I R PO RT U R B A NISM

79

0

0. 5

1. 5 km

SCIs AND SPAs AND ECOLOGICAL CORRIDORS

Sites of Community Importance (SCIs) Special Protection Areas (SPAs) ecological corridors 80

R ESE A R CH B Y DESIGN

Left: Sites of Community Importance (SCIs), Special Protection Areas (SPAs) and ecological corridors in the study area. In the municipality of Quinto di Treviso, there are over 15 km 2 of Sites of Community Importance (SCIs) and over 13 km 2 of Special Protection Areas (SPAs). Ecological corridors were identified by the authors starting from orthophotos of the study area. Three main north-south ecological corridors and several green cones towards Treviso town center are clearly visible from aerial orthophotos. Source data: Regione del Veneto, 2013.

Authorsâ&#x20AC;&#x2122; work.

Right: the Sile river as an ecological corridor.

Photo by the authors.

R ETHINKING T R EVISO A I R PO RT U R B A NISM

81

ENERGYSCAPE

0

0. 5

1. 5 km

SOLAR AND HYDRAULIC ENERGY

84

R ESE A R CH B Y DESIGN

solar energy production gate and hydaulic energy production

Left: solar panels and hydraulic energy production in the study area. The map was elaborated from google aerial orthophotos.

Source data: google aerial ortophotos, 2013; CTR, 2003. Authorsâ&#x20AC;&#x2122; work.

On this page: aerial view of the study area.

Source image: Bing, 2012.

R ETHINKING T R EVISO A I R PO RT U R B A NISM

85

0

INDUSTRIAL ROOF TYPOLOGIES

86

R ESE A R CH B Y DESIGN

0. 5

1. 5 km

ROOFS AS AN ENERGY SOURCE

5%

96 000 m2

40%

10%

OF SOLAR PHOTOVOLTAIC PANELS

12 000 KWh CURRENTLY PRODUCED

IF ALL INDUSTRIAL ROOFS IN THE STUDY AREA WERE COVERED BY SOLAR PANELS,

183 000 KWh COULD BE ACHIEVED

Left and right: industrial roof typologies in the study area. Source data: google aerial ortophotos, 2013; CTR, 2003. Authorsâ&#x20AC;&#x2122; work.

20% 25%

existing solar panels on roofs pitched shed flat curved

roof roof roof roof

R ETHINKING T R EVISO A I R PO RT U R B A NISM

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0

0. 5

RAPESEED FIELDS & BIODIESEL

88

R ESE A R CH B Y DESIGN

biodiesel production rapeseed fields

1. 5 km

418 000 m2 108.68 tons 35.51tons 40.21 tons OF RAPESEED PRODUCE

FROM THIS QUANTITY,

OF BIODIESEL OR

OF RAPESEED OIL CAN BE OBTAINED

Rapeseed fields and biodiesel production in the study area. The map was elaborated from google aerial orthophotos and acquired data. Source data: google aerial ortophotos, 2013; CTR, 2003.

Authorsâ&#x20AC;&#x2122; work.

R ETHINKING T R EVISO A I R PO RT U R B A NISM

89

URBANSCAPE

0

RESIDENTIAL AREAS AND VALUES

92

R ESE A R CH B Y DESIGN

0. 5

1. 5 km

<1000 €/m 2

1000-1400 €/m 2

Left and right: prices per square meter of residential buildings. Near the two airports, residential property prices are falling.

Prices of residential areas, proximity to the airports and noise contours seem to be strictly related. Source data: Agenzia del Territorio, 2012; CTR, 2003. Authors’ work.

1400-2000 €/m 2

>2000 €/m 2 <1000 €/m 2 1000-1400 €/m 2 1400-2000 €/m 2 >2000 €/m 2

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93

0

0. 5

1. 5 km

INDUSTRIAL BUILDINGS The map shows used and abandoned industrial buildings in the study area. Data source: CTR, 2003. Authorsâ&#x20AC;&#x2122; work.

94

R ESE A R CH B Y DESIGN

abandoned industrial buildings industrial buildings in use

Due to the economic crisis that is affecting the Italian productive system, some industries located near the airport have been abandoned. This huge amount of space must be reused and recycled.

R ETHINKING T R EVISO A I R PO RT U RPhoto B A NISM by the authors.

95

REAL ESTATE PRICES Treviso real estate prices. Source data: Agenzia del Territorio, 2012. Authors’ work.

96

ISTRANA

PAESE

1200-1300 €/m 2 town center

1300-1700 €/m 2 town center

1300-1600 €/m 2 town center

2500-3000 €/m 2 town center

900-1200 €/m 2 next to town center

1200-1400 €/m 2 next to town center

1200-1400 €/m 2 next to town center

1700-1900 €/m 2 next to town center

800-1000 €/m 2 suburban areas

1100-1300 €/m 2 suburban areas

1100-1300 €/m 2 suburban areas

1500-1600 €/m 2 suburban areas

R ESE A R CH B Y DESIGN

QUINTO DI TV

TREVISO

Residential buildings under construction in the study area. Photo by the authors.

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97

98

TOO L S

TOOLS T h e s e c o n d p a r t o f t h e b o o k – “ To o l s ” – p r e s e n t s a s e r i e s o f s h o r t , m e d i u m a n d long term design devices, strategies and tactics.

I n p a r t i c u l a r, t h e f i r s t s t u d y – “ S e m i s e r i o u s t o o l s ” – p r o p o s e s a s e r i e s o f small-scale design measures to implement in the short term (one year) and with limited financial resources. The proposals do not aim to resolve the great ecological issues which afflict the area, but rather try and involve the local populations in the landscape project, thus reducing the divergent interests and conflicts currently present.

The second study – “Ecological tools” – presents a series of ecological measures for implementation in the medium term over a ten, twenty or thirty y e a r p e r i o d . T h e t o o l s p r o p o s e d a r e a i m e d a t i n c r e a s i n g s o i l p e r m e a b i l i t y, improving the water system and protecting the plants and wildlife in the area.

These are medium-term measures requiring substantial financial investments, but which if implemented can bring concrete advantages to the local area and its inhabitants.

The third part of the publication – “Groundwater tools” – presents extremely technical and detailed solutions to the problem of soil and groundwater pollution in the area concerned. By their very nature, these measures must be implemented over a long period in order to produce significant benefits for the environment.

SEMISERIOUS TOOLS | SHORT Term Students: Serena Borella, Alessandro Donzello, Marco Scattolin with Marina Bianche, Marie Herault and Francesca Silva

DONKEYS AND SHEEP TO CUT GRASS AT THE AIRPORT Authorsâ&#x20AC;&#x2122; work.

102

TOO L S

BIG BALLOONS IN PLACE OF CUT TREES Authorsâ&#x20AC;&#x2122; work.

R ETHINKING T R EVISO A I R PO RT U R B A NISM

103

ADVERTISING OF LOCAL ENTERPRISES ON ROOFS Authorsâ&#x20AC;&#x2122; work.

104

TOO L S

E LU G

R ETHINKING T R EVISO A I R PO RT U R B A NISM

105

LEAVE NATURE TO OCCUPY ITS OWN SPACE Authorsâ&#x20AC;&#x2122; work.

106

TOO L S

FALSE OWLS TO REDUCE BIRDSTRIKES AT AIRPORTS Authorsâ&#x20AC;&#x2122; work.

or

R ETHINKING T R EVISO A I R PO RT U R B A NISM

107

FIELDS IN PLACE OF ISTRANA MILITARY AIRPORT Authorsâ&#x20AC;&#x2122; work.

MILITARY A IR PO RT C L OSED

108

TOO L S

RECYCLING AND REUSE OF AIRPORT RUBBISH

A IR PO R T GARBAGE

Authorsâ&#x20AC;&#x2122; work.

R ETHINKING T R EVISO A I R PO RT U R B A NISM

109

LESS CO2 AND MORE O2 WITH VERTICAL GARDENS Authorsâ&#x20AC;&#x2122; work.

CO

110

TOO L S

2

O

2

BE COMFORTABLE EVERYWHERE AND PROTECT TREES Authorsâ&#x20AC;&#x2122; work.

R ETHINKING T R EVISO A I R PO RT U R B A NISM

111

FLASHMOB WITH T-SHIRT TO EMPHASISE THE AIRPORT QUESTION Authorsâ&#x20AC;&#x2122; work.

AIRPORT

QUINTO

112

TOO L S

BIG MEGAPHONES TO SCREAM AGAINST THE AIRPORT Authorsâ&#x20AC;&#x2122; work.

R ETHINKING T R EVISO A I R PO RT U R B A NISM

113

COLORED LIGHT BULBS TO CREATE A PATH OF LIGHT BETWEEN THE TWO AIRPORTS Authorsâ&#x20AC;&#x2122; work.

114

TOO L S

G

LU

E

PAINTED ROADS AND AIRPORTS ARE CLOSED ON SUNDAY AND CAN BE USED AS A PARK BY PEOPLE Authorsâ&#x20AC;&#x2122; work.

R ETHINKING T R EVISO A I R PO RT U R B A NISM

115

ECOLOGICAL TOOLS | MEDIUM TERM Students: Alessia Benso, Anna Didi Bettiol, Laura Garbo, Ketty Moro, Cristina Zanuso

LANDSCAPE DEVICES Authorsâ&#x20AC;&#x2122; work.

WATER AND SOIL water storage

phytoremediation and tree planting

constructed wetlands

green roofs

central Pivot irrigation

WILDLIFE wildlife underpasses

ENERGY production of biogas from agricultural waste products

118

TOO L S

NOISE landfills

green roofs and insulation measures

tree planting

LIVING THE LANDSCAPE bicycle and pedestrian paths

recycling of abandoned quarries as natural parks

brownfields redevelopment

dealers for selling “from farm to fork”

R ETHINKING T R EVISO A I R PO RT U R B A NISM

119

PHYTOREMEDIATION Phytoremediation processes: rhizodegradation, phytostabilization, phytoaccumulation. Source: Consiglio nazionale delle Ricerche Istituto di Biologia Agroalimentare Forestale, 2012.

Diagrams by the authors.

Rhizodegradation Trees produce nutrients for soil microorganisms, that transform contaminants into non-toxic products.

Those are released in the soil.

Acts on organic compounds, pesticides, chlorinated solvents.

Phytostabilisation Proteins and enzymes in the roots of the trees absorb and encompass the contaminants, holding them. Acts on heavy metals.

Phytoaccumulation The roots of the trees absorb contaminants, the tissue planes biodegrade substances that lose their toxicity after the process and are then incorporated into the plant biomass.

Acts on organic compounds, pesticides, chlorinated solvents, benzene, phenols.

120

TOO L S

Agrostis castellana bentgrass

Medicago sativa alfalfa

short rhizomes mh 15-18 cm

medium height mh 1 m

Robinia pseudoacacia black locust

Fraxinus excelsior common ash

medium height mh 18-20 m

tall height mh 20-24 m

Holcus lanatus common velvet grass

Salix caprea goat willow

short rhizomes mh 50 cm

medium height mh 6-12 m

Arundo donax common reed

medium height mh 2-5 m

Populus deltoides eastern cottonwood

tall height mh 20-40 m

Populus trichocarpa California poplar

tall height mh 30-50 m

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121

SUSTAINABLE AGRICULTURE Source data: European commission, Agricoltura e sviluppo rurale, 2012. Diagrams by the authors.

The aim is to increase sustainable agriculture in the study area in order to minimise the impact of fertilisers on the soil and aquifers and establish a virtuous circle between producers and consumers.

Crop rotation This is a technique used in agriculture to introduce variations between production cycles in order to improve or maintain the fertility of agricultural land and obtain higher yields.

It helps interrupt the lifecycle of pests associated with a certain crop.

Natural fertilizers Organic farming does not allow the use of pesticides and chemical fertilizers which are harmful to the environment and consumer health.

These are replaced by natural fertilizers such as manure and compost.

New jobs Sustainable agriculture stimulates a greater need for workers with all levels of experience.

From farm to fork In sustainable agriculture, farmers often sell their products directly. This establishes a direct relationship between producers and consumers avoiding intermediaries, reducing the use of means of transport and leaving producers with higher profits in their pockets.

In addition, consumers are aware of the origin of the food they buy.

Left: difference between soil cultivated according to the principles of sustainable agriculture (left) and soil cultivated with chemical fertilizers (right).

Right: farm adopting sustainable agriculture in Conegliano (Treviso). Photos by the authors.

0

0. 5

CENTRAL PIVOT IRRIGATION Source: ESI irrigazione, 2012.

Diagrams by the authors.

CIRCULAR

SECTOR

MOVEABLE

SYSTEM OPERATION

Central pivot irrigation is a method of crop irrigation in which equipment rotates around a pivot and crops are watered with sprinklers.

This system is considered to be highly efficient to reduce the expenditure of water in comparison to surface irrigation techniques.

The machine is anchored to a small concrete base and is made of a light structure capable of reaching a radius of irrigation up to 110 meters.

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1. 5 km

Pivot irrigation in the study area.

Image by the authors.

WILDLIFE UNDERPASSES

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Wildlife underpasses under the roadways in the study area. Image and diagrams by the authors.

BEFORE

AFTER

Wildlife underpasses In order to preserve ecological continuity, the creation of several wildlife underpasses is envisaged, particularly for the roads with higher traffic flow adjacent to the Sile river. Similar devices are also provided next to the railways.

Underpasses with a very low section are sufficient to allow amphibians, reptiles and medium small mammals to cross the infrastructure.

The tunnels should be neither too low nor too tight to avoid additional stress for the animals, otherwise they will tend to avoid them.

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PROTECTED SPECIES Protection policies along the Sile river.

Source data: L.R.8/91 “Istitutiva del Parco naturale regionale del fiume Sile”, 1991.

Diagrams by the authors.

Hunting ban Hunting and fishing are prohibited in the whole area of the upper Sile throughout the year.

In the low Sile, the activities are regulated by law and allowed in limited periods of the year.

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Rana latastei lataste’s frog

Emys orbicularis European pond turtle

amphibian

reptile

Restocking of species Restocking of the most at-risk species is carried out to repopulate the habitat. This activity is restricted by law to preserve the ecosystem and safety of the various animal species.

Podiceps ruficollis little grebe

Podiceps cristatus great crested grebe

bird

bird

Protection of wildlife areas The belts of vegetation hosting wildlife must be protected. It is the duty of the administration to maintain and expand those areas.

Vulpes vulpes fox

Sciurus carolinensis grey squirrel

mammal

mammal

Triturus cristatus great crested newt amphibian

Natrix natrix grass snake reptile

Erinaceus europaeus European hedgehog mammal

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GREEN ROOFS & NATURAL BARRIERS

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Green roofs and natural barriers to prevent sound noise in the study area.

Images by the authors.

2015 1st phase: green roofs on industrial buildings Green roofs have several ecological advantages: 1. reduction of noise pollution; 2. absorption of electrosmog; 3. CO2 absorption (better air quality); 4. absorption of fine dusts (1.5 kg of fine dusts per hectare); 5. increased soil permeability; 6. purification of rainwater.

2030 2nd phase: green roofs on buldings located next to the ecological corridors

2050 3rd phase: green roofs on all buldings around the airports

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CONSTRUCTED WETLANDS

Constructed wetland treatment systems are engineered systems that have been designed and constructed to utilize the natural processes involving wetland vegetation, soils and their associated microbial assemblages to assist in treating wastewater.

They are designed to take advantage of many of the same processes that occur in natural wetlands, but do so within a more controlled environment.

Constructed treatment wetlands can provide wastewater treatment and also promote water reuse, wildlife habitat, and public use benefits.

The system consists of a basin filled with waterproofed material (gravel or sand) and planted with vegetation tolerant of saturated conditions.

Vegetation in a wetland provides a substrate (roots, stems, and leaves) upon which microorganisms can grow as they break down organic materials.

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Phragmites australis common reed

Carex sedges

perennial grass

perennial plant

Juncus effusus common rush

Typha latifolia common bulrush

annual plant

perennial herbaceous plant

WETLAND PLANTS FILTER

SILE RIVER

TREATED WASTEWATER

GRAVEL SUBSTRATE

SEDIMENT BASIN

WASTEWATER

Free Water System (FWS) Surface flow Constructed Wetland with floating hydrophytes

Hydrocharis morsus ranae

Salvinia natans

Trapa natans

Iris pseudacorus

Carex acutiformis

Nymphoides peltata

Free Water System (FWS) Surface flow Constructed Wetland with rooted macrophytes

Subsurface Flow System horizontal (SFS-h or HF)

Phragmites

Typha angustifolia

Typha latifolia

Subsurface Flow System - vertical (SFS-v or VF)

Juncus effusus

Schoenoplectus lacustris

Constructed wetlands can be classified as free surface water systems (left) and subsurface-flow systems (right). Diagrams by the authors.

Typha minima

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View of constructed wetlands.

Image by the authors.

View of a constructed wetland along the Sile river.

Image by the authors.

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GROUND-WATER TOOLS | LONG TERM Students: Elisabetta Bizzotto, Cristina Girolimetto, Mirko Moretti, Giovanni Niero

â&#x20AC;&#x153;

Groundwater tools presents extremely technical and detailed solutions to the problem of soil and groundwater pollution in the area concerned. By their very nature, these measures must be implemented over a long period in order to produce

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TOO L S

â&#x20AC;&#x153;

significant benefits for the environment.

Journey to the Center of the Earth. by the authors.

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REMEDIATION Types of soil treatment.

Source data: Rapporto Bonifiche Federambiente, 2005. Diagrams by the authors.

REMOVAL

IMMOBILIZATION

BIOLOGICAL

CHEMICAL/PHYSICAL

TRANSFORMATION

soil sample 142

TOO L S

remediation techniques buildings

REMEDIATION Source: Mancini G, Tecnologia di bonifica del suolo e delle acque sotterranee, 2008.

Diagrams by the authors.

wide area and deep

wide area and not deep

concentrated and deep concentrated and not deep

HYDROCARBONS

HEAVY MATERIALS FROM INDUSTRIAL PROCESSES

soil sample type of pollutant phytoremediation plants

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A biobarrier is a treatment area formed underground by adding microorganisms, nutrients and/or reactants to the soil to encourage the in situ development of bacteria able to degrade the organic compounds.

The method is used to mitigate pollution by oil-derived hydrocarbons and aromatic solvents.

The effectiveness of this type of remediation depends on various factors including the adaptation ability of the microorganisms, the homogeneous distribution of the oxygen and other reactants, the systemâ&#x20AC;&#x2122;s ability to intercept the polluted mass and the initial concentration of pollutants in the treated area.

BIOBARRIERS Type: remediation measure

Direction of aquifer

The technique involves placing a barrier made from permeable reactive material in the aquifer system in such a way that the natural gradient causes the contaminated water to pass through it.

The chemical-physical processes occurring within the barrier allow the contaminant to be degraded, immobilized or adsorbed as the water passes through.

The system is relatively easy and inexpensive to construct, given that it exploits the hydraulic gradient to transport the pollutants to the reactive zone (reducing costs and operations).

REACTIVE PERMEABLE BARRIERS Type: remediation measure

Direction of aquifer

The technique involves isolating the primary sources of the pollution using low permeability membranes.

These may be driven into the ground, excavated, injected or mixed on-site and created by jet-grouting.

The aim is to control and limit immissions into the aquifer, immobilizing the pollutants and modifying their kinetics and how they are released.

A crystalline, vitreous or polymeric structure is thus formed, encapsulating the soil particles.

The binders used to achieve this may be organic (asphalt, bitumen, thermoplastic resins) or inorganic (concrete, lime, clay, pozzolana).

VERTICAL BARRIERS Type: isolation measure

Direction of aquifer

This method is based on simultaneous but separate extraction of the fluid phases (water and/or steam). The contaminated fluid is extracted from the aquifer through a single extraction pipe and passed through a separator which treats it on the surface and then re-injects it underground once decontaminated.

It is used to treat contamination with hydrocarbons and aromatic polycyclic substances.

The treatment times are medium-short (from six months to two years).

MULTIPHASE EXTRACTION Type: remediation measure

Direction of aquifer

ELECTROKINESIS Type: remediation measure

Direction of aquifer

CHEMICAL OXIDATION Type: remediation measure

Direction of aquifer

The technique of electrokinetic decontamination is used to treat soil contaminated with heavy metals.

It is currently considered as an alternative to established treatments.

The method involves applying an electrical potential difference to the contaminated soil using electrodes inserted at an appropriate depth.

The electric field generated causes the water and electrically charged particles (ions) present in the soil to move by means of electro-osmosis, electromigration and electrophoresis.

Positively charged metal ions, ammonium ions and organic compounds move towards the cathode, while negatively charged chloride, fluoride, nitrate ions and organic compounds move towards the anode.

The anode and cathode are incorporated in special circulation systems in which water circulates. The circulation system enables the contaminants to be brought to the surface and appropriately treated in chemical and physical treatment plants.

The method removes principally metals.

Not all soils are suitable for this treatment which can only be applied to clayey and sandy terrains.

This technique involves pumping oxidising mixtures and possibly appropriate catalysts into the ground to oxidise the organic pollutants present.

The oxidants used are hydrogen peroxide, potassium permanganate and ozone.

The final products obtained are water and carbon dioxide.

This method requires a long period of time (a minimum of 4-5 years), although the difference between the initial and final pollutant concentrations is about 99% (the measurements must always be made downstream of the pump).

In adsorption, a solid is used to remove a soluble substance from the water.

In this case, activated carbon is used as the solid.

It is produced specifically with a very large internal surface area, ideal for adsorption.

The water is pumped into a column containing activated carbon and leaves the column through a drainage system.

The action of an activated carbon column depends on the temperature and nature of the substances.

The water passes through the column continuously and the substances accumulate in the filter.

The filter must therefore be replaced regularly.

If a number of columns are used in series, the treatment system is never completely exhausted.

The adsorption process takes place in three phases: 1. Macro-transport: movement of organic material through the system of macropores in the activated carbon (macropore > 50nm); 2. Micro-transport: movement of organic material through the system of micropores and mesopores in the activated carbon (micropore < 2nm; mesopore 2-50nm); 3. Absorption: physical attachment of the organic material to the surface of the activated carbon in its mesopores and micropores.

Many aqueducts with arsenic problems are relatively small and without personnel to perform maintenance and control.

This means small plants with low maintenance and control requirements are needed.

Air sparging is an in situ technique used for the remediation of contaminated soil and groundwater by injecting pressurized air into wells drilled in the contaminated area.

Forced injection into the polluted soil causes the air to bubble and penetrate horizontally and vertically into the soil and aquifer, leading to stripping (physical separation process) of the organic compounds present in the liquid (water) and volatilization of the substances present in the interstices of the solid (soil).

The pollutants are thus propelled and transported towards

the unsaturated area after a process of volatilization induced by the bubbling itself.

The upward movement of the volatilized gas is also encouraged by formation of a low pressure zone near the extraction well.

The gases given off are then absorbed by an extraction system using SVE technology, thus avoiding dispersion of the pollutants in the areas surrounding the zone to be treated.

A bioreactor is any device able to provide an environment suitable for the growth of biological organisms.

It usually takes the form of a recipient in which a chemical reaction performed by biochemically active microorganisms, or the molecules derived from them, takes place.

This type of bioreactor is usually cylindrical and made from stainless steel with a capacity from a few litres to numerous hectolitres.

Constructing and using a bioreactor is far from simple.

The microorganisms can function optimally only in optimum environmental conditions.

The concentrations of the gases (such as oxygen, nitrogen and carbon dioxide), temperature, PH and the speed at which the contents of the bioreactor are mixed must therefore be controlled continuously.

Bioreactors must operate in sterile conditions, to avoid damage the bioreactor must be easy to clean and have

ABSORPTION Type: soil remediation measure

AIR SPARGING Type: remediation measure

FLUID PHASE BIOREACTORS Type: isolation measure

smooth surfaces (they are therefore usually cylindrical).

A heat exchanger is required to maintain the biological process at a constant temperature.

Biological fermentations often produce heat and a cooling system is therefore required.

This may take the form of an external insulating cavity or an internal cooling coil.

Industrial bioreactors use exclusively bacteria or other simple organisms.

They are preferred as their nutritional requirements are very simple and they reproduce very rapidly.

Image and diagrams by the authors.

The pump and treat remediation technique involves pumping polluted groundwater to the surface for treatment.

The process involves creating a hydraulic barrier by pumping the water from the aquifer and subsequently treating the extracted water.

After treatment, the water can be introduced into the sewers or a surface water basin.

The pump and treat technique is an in situ remediation process.

The “water circulation system”, also known as the “Raymond method”, involves extracting the contaminated water downstream from the site, (possibly) treating it on the surface (using a stripping column to remove possible volatile contaminants), enriching it with nutrients and oxygen and finally re-introducing it upstream of the contaminated plume using a drainage system or wells.

The recycled water moves through the contaminated portion of the aquifer, providing the naturally-present bacteria with the optimum environment for their aerobic degradation action.

This method must be evaluated and chosen with care as bacterial growth in the aquifer may reduce permeability.

Reverse osmosis is a natural phenomenon which forces water through a membrane, leaving the impurities behind.

The permeability of the osmotic membrane may therefore be so low that almost all the impurities, salt molecules, insecticides, sulphates, heavy metals, detergents, disinfectants, pesticides, substances deriving from pipe corrosion, nitrates, algae, viruses and bacteria harmful to health are separated from the water.

Reverse osmosis can remove 95%-99% of the total dissolved solids and more than 99% of all bacteria and viruses, making the resulting water safe and pure.

PUMP AND TREAT Type: remediation measure

WATER RECIRCULATION IN SATURATED SOIL Type: isolation measure

REVERSE OSMOSIS Type: isolation measure

Direction of aquifer

BIOSPARGING Type: remediation measure

CHEMICAL PRECIPITATION Type: isolation measure

ACTIVE SLUDGE PROCESS Type: isolation measure

Biosparging is a biological soil remediation method.

It involves blowing low-pressure oxygen (O2) or air into the contaminated soil. The oxygen can also be introduced in the form of hydrogen peroxide (H2O2).

The aim of injecting the air, and/or oxygen directly, into the ground is principally to sustain the natural biodegradation of the contaminating organic compounds by the microorganisms present in the subsoil.

The substances volatilized by introducing the air into the soil must, on the other hand, be extracted through an extraction well (the same as used in the bioventing method).

The technique is highly effective in the case of heavily contaminated soils and above all porous terrains.

As well as activating the metabolic processes, the air or oxygen blown into the ground also causes desorption (or stripping) of the hydrocarbons present in the contaminated soil.

Chemical precipitation is a process in which a chemical reaction in a solution leads to formation of an insoluble species in the form of suspended solids which can be settled more or less easily.

The solid obtained must be separated from the liquid phase by subsequent chemical-physical treatment involving settling, filtering and centrifuging.

In the treatment of potentially dangerous waste, chemical precipitation is used principally to remove heavy metal ions from aqueous solutions, generally in the form of hydroxides, carbonates and sulphides.

Active or activated sludges are an aqueous suspension of active biomass (saprophytic bacteria, protozoans, amoebas, rotifers and other microorganisms), usually in the form of flakes. These sludges are the basis of active sludge biological oxidation systems, the most widespread in traditional wastewater treatment plants.

In the treatment process, this biomass metabolises the organic substances, forming settleable flakes of organic matter and the colonies of bacteria feeding on them.

In biological active sludge treatment, a controlled, dynamic, aerobic system is created in the tanks, reproducing the same biological mechanisms as occurring naturally (for example, along the course of a river) in an artificial environment to treat water polluted with biodegradable organic substances.

Mixing a discharge to be treated with active sludge containing a high pre-formed aerobic microbial concentration in fact triggers the same self-purification process which takes place in nature, but much faster and in a much smaller space.

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DESIGN BY RESEARCH The third part of the volume – “Design by research” – describes the design work undertaken by the individual groups of students and the medium (2030) and long (2100) term scenarios.

T h e a i m o f t h e s t u d y w a s t o d e v e l o p a s e r i e s o f a l t e r n a t i v e s c e n a r i o s . Tw o types of scenario were considered: short term (2020-2030) on the basis of the studies and proposals presented by various decision-making bodies during t h e p a r t i c i p a t o r y w o r k s h o p s w e u n d e r t o o k d u r i n g t h e s e m e s t e r, a n d l o n g t e r m (2100), stimulating reflection on the measures and decisions to be taken in light of the severe effects of climate change.

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SCENARIOS | MEDIUM TERM Participants: all students with the invited stakeholders (Quinto di Treviso Municipality, Parco del Sile and Treviso Airport Association). Scenario selection was coordinated by Laura Cipriani.

In the case of the medium-short-term scenarios, I adopted in part the teaching method developed by Prof. Carl Steinitz (1990, 2012) with whom I worked in the past. The choices adopted as the basis for defining the medium-term scenarios represent a joint product deriving from all participants in the course and a series of participatory workshops held during the semester. The project involved institutions and private individuals active in the area considered (public administrations, authorities, the local population) in order to initiate informed participation in the activities, the foundations of which were first laid collectively during the workshops, then subsequently developed by small groups of students.

Development of scenarios together with the local population and the municipality of Quinto represented a fundamental applied research tool to test possible directions for the future evolution of the projects.

The scenarios are proposed as tools for design and action, producing images of the future by working on the clarification of conflict. The open or latent conflicts focus on collective choices and actions in order to develop an alternative to the current solution, able to generate a real advantage for those participating.

The intensive design workshop held from 21 to 25 January 2013 included, on 22 January 2013, presentation of the results of analysis of the area and development of a series of design matrices for alternative scenarios through participatory workshops.

CONSTANTS The proposed scenarios respect a series of planning strategies which become genuine design â&#x20AC;&#x153;constants.â&#x20AC;? These constants involve integration of the airport into the local area, accessibility, the water system, the green area system, the presence of mitigation devices near the airport, conservation of the historic sites present, protection of plants and animals and aspects relating to landing/ takeoff of the aircraft.

In each scenario: 1. airports must be accessible by rail;

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DESIGN B Y R ESE A R CH

2. air traffic must be kept in the area; 3. traffic must be moved from the Noalese road; 4. rainwater must be collected and reused for industrial and recreational purposes; 5. water must be treated before being discharged into the Sile river; 6. groundwater must be remediated; 7. existing ecological corridors must be enhanced; 8. accessibility to the Sile must be enhanced; 9. quarry and lake must be reclaimed; abandoned quarries must be used for nature conservation purposes; 10. existing buildings must be reused or transformed; 11. the use of acoustic, energetic and environmental mitigation devices must be implemented in the surrounding area; 12. renewable energy sources must be used.

VARIABLES On the basis of the design constants, a series of short term scenarios were defined with a series of variables relating to the rail system, metropolitan rail system, airport system, water-based transportation system, airport services, developed areas and the water system.

The variables were associated with the following: 1. airportscape; 2. railscape; 3. roadscape and bicyclescape; 4. waterscape; 5. greenscape; 6. energyscape; 7. urbanscape.

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CONSTANTS Authorsâ&#x20AC;&#x2122; work.

airports must be accessible by rail

air traffic must be kept in the area

?

?

156

traffic must be moved from the Noalese road

rainwater must be collected and reused for industrial and recreational purposes

water must be treated before being discharged into the Sile river

existing ecological corridors must be enhanced

accessibility to the Sile must be enhanced

quarry and lake must be reclaimed; abandoned quarries must be used for nature conservation purposes

existing buildings must be reused or transformed

the use of acoustic, energetic and environmental mitigation devices must be implemented in the surrounding area

renewable energy sources must be used

groundwater must be remediated

VARIABLES

AIRPORTSCAPE

RAILSCAPE

ROADSCAPE and BICYCLESCAPE

maintain Istrana airfield as a military and cargo terminal and Canova airfield as a civil airport

build a new railway station coinciding with Istrana airport

connect the landmarks with new pedestrian and bicycle paths

close Canova airport and use Istrana airport

plan a new goods yard to be used by Istrana airport

establish new bicycle paths to connect the lakes and quarries

convert Istrana airfield into a civil airport and Canova airfield into a military airport

reuse and redevelop the old TrevisoOstiglia railway line

complete the bicycle path TrevisoOstiglia

close Istrana airport

establish a direct connection between Treviso railway station and Canova airport

move part of the traffic on the “Noalese” main road to secondary roads

Authors’ work.

SCENARIOS MEDIUM TERM

158

WATERSCAPE

GREENSCAPE

ENERGYSCAPE

enhance existing ecological corridors and plant trees along major roads

redevelop Canova airport into an energy reserve

redevelop brownfield sites

transform Canova airport into a park for recreational use

increase the production of green fuel and biogas

respect planning constraints in the landing cones

install green roofs on new and existing buildings

install wind energy systems in appropriate sites (not to obstruct airport activity)

move military residential buildings from Canova to near Istrana airport

enhance existing or valued views

install solar panels on residential and industrial roofs

redevelop residential buildings near the airport into commercial, industrial and utility buildings

URBANSCAPE

? build a constructed wetland in the Santa Cristina area

? transform Canova airport into a wetland system

SCENARIO 1 WHAT WOULD HAPPEN IF CANOVA AIRPORT REMAINED IN USE? Students: Gianluca Facchinelli, Lara Gibellato, Dusan Jovanovicâ&#x20AC;&#x2122;, Lorenzo Musio, Carlo Olivato.

What would happen if Canova airport remained in use over the next few years?

Can landscape and airport infrastructure be integrated?

What measures can be implemented to improve noise, air quality, water quality and transport?

Starting from these questions, the scenario envisages giving more space to water to resolve the hydraulic problems and improve accessibility to the Sile, integrating the airport with its environs with a different mobility system and, finally, developing a series of technological devices to minimise the acoustic impact of the aircraft.

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DESIGN B Y R ESE A R CH

1. 5 Km

0. 5

0

STEP 1

STEP 2

STEP 3

STEP 4

PRETREATMENT

PRIMARY TREATMENT

SECONDARY TREATMENT

TERTIARY TREATMENT

New green areas and hydrological system.

Authorsâ&#x20AC;&#x2122; work.

0

0. 25

roads Canova Airport new transport system woods plantations autochthonous plantations 162

DESIGN B Y R ESE A R CH

Sile river

1 km

NEW TRANSPORT SYSTEM

STEP 1

2013

pedestrians and cars at the same level

STEP 2

2015

pedestrians & cars in two separate levels

STEP 3

2020

people mover connects Treviso railway station to the airport terminal (6 mins)

New transport and green systems at Canova airport. Authorsâ&#x20AC;&#x2122; work.

164

This device can mitigate the effects of airplane noise while producing energy through the movement of the aircraft. Authorsâ&#x20AC;&#x2122; work.

SCENARIO 2 WHAT WOULD HAPPEN IF ISTRANA AIRBASE WERE TRANSFORMED INTO A CIVIL AIRPORT? Students: Luca Ronchi, Mauro Sordon, Michela Tarzariol, Giovanni Vendrame, Marco Zanchetta.

The scenario imagines that the Istrana airfield is abandoned and transformed into the new Treviso civil airport.

It also envisages construction of a railway station near the airport and a series of environmental mitigation measures.

Canova airport will become a park for use by the local population.

Author of the transformation of these places is nature itself which will gradually colonise runways and terminals, creating a “fourth landscape.”

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DESIGN B Y R ESE A R CH

1. 5 km

0. 5

0

buildings ecological corridors bicycle paths roads railway

Istrana airport and the new railway station.

Authorsâ&#x20AC;&#x2122; work.

0

0. 25

tree planting and phytoremediation solar panels water canals damaged asphalt sports areas 168

DESIGN B Y R ESE A R CH

redevelopment of existing building

1 km

Canova airport as a natural park.

R ETHINKING T R EVISO A I R PO RT U R B A NISM 169 Authorsâ&#x20AC;&#x2122; work.

2015

2030

2050

“Back to nature” scenario at Canova airport.

Nature will colonize the airfield creating a park.

Authors’ work.

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SCENARIO 3 WHAT WOULD HAPPEN IF CANOVA AIRPORT WERE TRANSFORMED INTO A WATER-BASED PARK? Students: Giulia Bergo, Irene Carraro, Guido Frison, Elisa Volpato, Alessio Zanella.

vegetation

This scenario imagines transforming Canova airport into a water-based park near the meanders of the Sile river.

The airport runway will be kept in memory of the place’s past history, becoming the primary element in the park’s activities - wooded areas and areas for recreation and bird watching are integrated with educational areas demonstrating the various water purification treatments. bIcycle paths

water areas

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DESIGN B Y R ESE A R CH

Left: diagram of areas for bicycles, vegetation and water at Canova airport. Authors’ work.

On this page: riding horses on the runway at R ETHINKING T R EVISO A I R PO Canova RT U Rairport.

B A NISMAuthors’ work.

173

0

On this page: overview of the constructed wetlands at Canova airport. Authorsâ&#x20AC;&#x2122; work.

Right: sections of the Canova airport runway.

Authorsâ&#x20AC;&#x2122; work.

0. 1

0. 25 Km

0. 5 Km

0. 1

0

SportS FAcilities

Picnic and recreation area

Educational area

BIRD WATCHING AND RIDING

WOODED AREAS

Underground sewage treatment

176

DEEP OPEN WATER

DESIGN B Y R ESE A R CH

SHALLOW MARSH WETLAND WITH SUBMERGED VEGETATION

DEEP MARSH AND DEEP OPEN WATER

Clean water

Left: diagram of the constructed wetlands at Canova airport. Authors’ work.

On this page: overview of the airport in the “back R ETHINKING T R EVISO AtoI Rnature” PO RT Uscenario.

R B A NISMAuthors’ work.

177

RECYCLED RUNWAY Authorsâ&#x20AC;&#x2122; work.

178

WOODS

BIRD WATCHING

EDUCATIONAL AREA

PICNIC AREA

SPORT

ENERGY PRODUCTION

RIDING

KAYAK

FISHING

BATHING

DESIGN B Y R ESE A R CH

RIDING AND KAYAK Authorsâ&#x20AC;&#x2122; work.

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DEPAVING Authorsâ&#x20AC;&#x2122; work.

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DESIGN B Y R ESE A R CH

BIRDWATCHING Authorsâ&#x20AC;&#x2122; work.

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SCENARIO 4.

WHAT WOULD HAPPEN IF ISTRANA AIRBASE WERE CLOSED? HOW CAN WE TRANSFORM IT INTO A TEMPORARY PARK AND LATER INTO A CIVIL AIRPORT? Students: Ilaria Alfonsi, Anna Cerantola, Andrea Gallo, Annachiara Marcon.

TODAY ISTRANA IS A MILITARY AIRPORT

TREE PLANTING

In this scenario, the military airbase will be abandoned and during the next 20 years will be transformed into a civil airport.

The starting point for the “in-between” strategy for Istrana Airport is a strict phasing program, preparing the ground for use of the airbase as a civil airport in the years to come and planning temporary activities for/by local communities during the years in which the airbase will be closed. The whole study area will be transformed around a number of elements: bicycle paths, green areas, quarries and disused brown field sites.

NEW BICYCLE ROUTES

LANDFILLS TOMORROW ISTRANA WILL BE A CIVIL AIRPORT

ACTIVITIES

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DESIGN B Y R ESE A R CH

WEEKLY PROGRAM Temporary activities during the transition phase when the military airbase will be used as a park.

Authorsâ&#x20AC;&#x2122; work.

MONDAY

TUESDAY

WEDNESDAY

THURSDAY

FRIDAY

SATURDAY

SUNDAY

8 A.M. 12 A.M.

12 A.M. 7 P.M.

7 P.M. 8 A.M.

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DESIGN B Y R ESE A R CH

LANDSCAPE DESIGN PHASES Tree planting program from 2013 to 2030.

Authorsâ&#x20AC;&#x2122; work.

2013 NOW

2018 +5 years

2030 +17 years

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BICYCLE PATHS Bicycle and pedestrian paths along ecological corridors. Authorsâ&#x20AC;&#x2122; work.

188

DESIGN B Y R ESE A R CH

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BICYCLE PATHS Overview of the paths in the quarries nearby.

Authorsâ&#x20AC;&#x2122; work.

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EXTREME SCENARIOS | LONG TERM

EXTREME SCENARIO 1 WHAT WOULD HAPPEN IN 2100 IF TEMPERATURE ROSE BY 4-8° C? Students: Andrea Boatti, Filippo Carraro, Gianluca Comandini.

0. 8

0. 6

0. 4

What would happen if the hotter temperatures in north east Italy caused by the current climate change proved irreversible? What would be the consequences for species, water resources and local crops? The paradox of extreme climate change aims to project the area to 2100, reflecting on the actual environmental and economic consequences which will modify the local area in the long term.

0. 2

0

-0. 2

-0. 4

194

DESIGN B Y R ESE A R CH

+ 5° C

+ 3° C

+ 5° C

+ 3° C

+ 4° C

+ 3° C

CLIMATE CHANGE IN ITALY Studies says that during the djf season, the climate will be about 3° hotter.

Source data: Centro Euro-Mediterraneo per i Cambiamenti Climatici, Scenari futuri di cambiamento climatico nel Mediterraneo ed in Italia , 2011. Authors’ work.

2100 JJA

2010

2100 DJF

2020

2050

2080

- 8°C to - 4°C - 4°C to 0°C 0°C to + 4°C + 4°C to + 8°C > + 8°C

Temperature change since 2000 A.D. in the Northern Hemisphere.

TREES IN THE SILE PARK Will the same tree species still be present in the Sile park? Today 66 species of tree can be found along the river. Authorsâ&#x20AC;&#x2122; work.

TREES SPECIES

2013

2050

2100

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DESIGN B Y R ESE A R CH

Juglans regia L.

Rhamnus cathartica L.

Acer campestre L.

Laurus nobilis L.

Rosa Canina L.

Acer platanoides L.

Ligustrum Vulgare L.

Ruscus aculeatus L.

Acer pseudoplatanus L.

Malus sylvestris (L.) Mill.

Sambucus nigra L.

Alnus glutinosa L.Gaertn.

Mespilus germanica L.

Sambucus racemosa L.

Amelanchier ovalis Medik.

Morus alba L.

Salix alba L.

Berberis vulgaris L.

Morus nigra L.

Salix caprea L.

Buxus sempervirens L.

Paliurus spina-christi Mill.

Salix cinerea L.

Carpinus betulus L.

Platanus acerifolia (Ait.) Wild.

Salix purpurea L.

Carpinus betulus var. fastigiata

Populus alba L.

Salix triandra L.

Celtis siliquastrum L.

Populus nigra L.

Salix viminalis L.

Cornus mas L.

Populus nigra var. italica Duroy

Sorbus torminalis (L.) Crantz

Cornus sanguinea L.

Prunus avium L.

Sorbus domestica L.

Corylus avellana L.

Prunus cerasus L.

Tilia cordata Mill.

Crataegus monogyna Jacq.

Prunus padus L.

Tilia platyphyllos Scop.

Crataegus oxycantha L.

Prunus spinosa L.

Ulmus minor Miller

Euonymus europaeus L.

Pyracantha coccinea M.J. Roemer

Ulmus glabra Huds.

Frangula alnus Mill.

Pyrus communis L.

Viburnum lantana L.

Fraxinus angustifolia Vahl

Pyrus pyraster Burgsd

Viburnum opulus L.

Fraxinus ornus L.

Quercus petraea

Fraxinus excelsior L.

Quercus robur L.

Hippophae rhamnoides L.

Quercus robur var. fastigiata

AGRICULTURE How will agriculture and the regional economy change? Will Treviso “radicchio” still be grown in the area? Authors’ work.

2013

2050

2100

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BIRDS IN THE SILE PARK The climate is changing: What, How, When?

2013

2050

2100

198

DESIGN B Y R ESE A R CH

BIRD SPECIES

Columba palumbus

Phoenicurus

Lanius collurio

Ardea cinerea

Streptopelia decaocto

phoenicurus

Lanius excubitor

Casmerodius albus

Streptopelia turtur

Saxicola torquata

Garrulus glandarius

Egretta garzetta

Cuculus canorus

Turdus merula

Pica pica

Bubulcus ibis

Tyto alba

Turdus pilaris

Corvus corone cornix

Botaurus stellaris

Athene noctua

Turdus philomelos

Corvus corone corone

Ciconia ciconia

Strix aluco

Cettia cetti

Sturnus vulgaris

Anser anser

Asio flammeus

Acrocephalus palustris

Passer italiae

Anas platyrhynchos

Apus apus

Acrocephalus

Passer montanus Amandava amandava

Aythya nyroca

Upupa epops

scirpaceus

Circus pygargus

Jynx torquilla

Hippolais polyglotta

Fringilla coelebs

Accipiter nisus

Picus viridis

Sylvia communis

Fringilla montifringilla

Buteo buteo

Picoides major

Sylvia atricapilla

Serinus serinus

Falco tinnunculus

Hirundo rustica

Phylloscopus collybita

Carduelis chloris

Falco subbuteo

Delichon urbica

Regulus regulus

Carduelis carduelis

Falco peregrinus

Anthus spinoletta

Muscicapa striata

Carduelis spinus

Phasianus colchicus

Motacilla cinerea

Panurus biarmicus

Carduelis cannabina

Rallus aquaticus

Motacilla alba

Aegithalos caudatus

Carduelisflammea

Gallinula chloropus

Troglodytes troglodytes

Parus caeruleus

Coccothraustecs

Scolopax rusticola

Prunella modularis

Parus major

occothraustes

Larus ridibundus

Erithacus rubecula

Remiz pendulinus

Emberiza cia

Larus michaellis

Luscinia megarhynchos

Oriolus oriolus

Emberiza schoeniclus

BIRD MIGRATION ROUTES How migration routes are going to change?

Authorsâ&#x20AC;&#x2122; work.

2013

2100

199

SILE RIVER Today the Sile river flows at a rate of about 40 m 3 /sec. How is the course of the Sile river going to change? These images show how the study area might change in 2100.

Authorsâ&#x20AC;&#x2122; work.

1954

2006

2050

2100

200

DESIGN B Y R ESE A R CH

2013

2050

2100

EXTREME SCENARIO 2 WHAT WOULD HAPPEN IF WORLD FOOD RESOURCES BECAME MORE AND MORE SCARCE?

WORLD BIOCAPACITY WORLD ECOLOGICAL FOOTPRINT

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DESIGN B Y R ESE A R CH

x

365

=

WORLD AVERAGE 1.4

MALAWI 0.3

INDIA 0.5

CHINA 1.2

ITALY 2.7

JAPAN 2.2

GERMANY 2.2

SPAIN 3.5

UK 3.1

FRANCE 2.7

What would happen if the worldâ&#x20AC;&#x2122;s food resources become ever scarcer? Can we imagine a dense city which dedicates ever more space to agriculture in the surrounding area?

The paradox of the dense city therefore meant reflecting on the growing value of land as a driving force behind landscape transformations in order to provide for the subsistence of modern man.

USA 5.0

Students: Emanuele Isidoro, Pierluigi Marangoni, Federico Marcato, Andrea Marinelli, Nicola Mascotto.

ECOLOGICAL DEBT DAY

LAND GRABBING Land grabbing phenomena around the world.

Since 2006, 416 land grabs in 66 countries. The grabbed surface corresponds to 35 million ha, the surface of Germany.

Source data: GRAIN, 2013. Authorsâ&#x20AC;&#x2122; work.

land grab land grabber direction

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WORLD FOOTPRINT Number of planets needed to feed the worldwide population in 2013 and in 2050. Source data: The Consumption Explosion, 2009.

Authorsâ&#x20AC;&#x2122; work.

2013

TOTAL POPULATION USA CHINA EUROPE AFRICA

2 - 9.9 10 - 24.9 25 - 49.9 204

DESIGN B Y R ESE A R CH

50 + undefined

7 126 442 471 inh.

313 900 000 inh.

1 350 400 000 inh.

740 200 000 inh.

1 072 300 000 inh.

+ 2 000 000 000 + 108 700 000 - 39 700 000 - 80 000 + 1 266 900 000

inh. inh. inh. inh. inh.

TOTAL POPULATIONS USA CHINA EUROPE AFRICA

2050

2 - 9.9 10 - 24.9 25 - 49.9 50 + undefined

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AGRICULTURE IN THE ECONOMY Value of farmland in Italy.

Source data: Eurostat, GISCO, 2012.

Authors’ work.

TOTAL SURFACE 17 078 000 ha 56.44 %

USED AGRICULTURAL AREA 12 856 000 ha 42.50 %

VALUE OF FARMLAND

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DESIGN B Y R ESE A R CH

< 10 000 €/ha 10 000 € I 20 000 €/ha 20 000 € I 40 000 €/ha > 40 000 €/ha

AGRICULTURAL SURFACE Source data: ISTAT, 2012. Authorsâ&#x20AC;&#x2122; work.

1962 European economic policy

1984 Food surpluses Appropriate measures to regulate food production

1992 From supporting the market to supporting producers EU subsidies

2003 Production subsidies are abolished Support for the environment and financial security

2011 Competitiveness Climate change Innovation Rural areas 100%

500 80% 60% 40% 20% 200

0% INDUSTRIAL RESIDENTIAL

AGRICULTURAL

INDUSTRIAL RESIDENTIAL

PRESENT WORLD FOOD REQUIREMENTS

AGRICULTURAL

FUTURE WORLD FOOD REQUIREMENTS

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SCENARIO High density scenario based on population data.

Source data: ISTAT, 2012. Authorsâ&#x20AC;&#x2122; work.

Treviso province 888 167 inh.

-

urban people 795 000 inh.

x

30 m 2 per person

floor area 900 m 2

x

number of floors 10

x

necessary area 23 850 000 m 2

PRESENT

208

diffuse city spread low density villages INDUSTRIES NEAR AGRICULTURAL LAND

Treviso city 83 167 inh.

-

small villages 10 000 inh.

area of a single building 9 000 m 2

= = = =

urban people 795 000 inh.

needed area 23 850 000

area of a single building 9 000 m 2

number of new city buildings: 2 650

FUTURE compact city conversion of houses and industry to free up space for fields

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R EFE R ENCES

REFERENCES

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Wells, A 2004, Airport planning and management , McGraw-Hill Professional, New York.

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Pages: 18, 19, 114, 115.

Students: Marina Bianche, Marie Herault, Francesca Silva Pages: 18, 19.

Students: Andrè Ballis, Alessandro Mercanti, Niccolò Zanus Pages: 30, 32, 34, 38, 40, 44, 45, 46, 47.

Students: Davide Battilana, Mattia Bergamo, Davide Scomparin, Alberto Tonon, Jacopo Scremin Pages: 17, 18, 19, 202-209.

Students: Emanuele Isidoro, Pierluigi Marangoni, Federico Marcato, Andrea Marinelli, Nicola Mascotto Pages: 30, 32, 34, 38, 40, 44, 45, 46, 47, 160-165.

Students: Gianluca Facchinelli, Lara Gibellato, Dusan Jovanovic’, Lorenzo Musio, Carlo Olivato Pages: 68, 69, 182-191.

Students: Ilaria Alfonsi, Anna Cerantola, Andrea Gallo, Annachiara Marcon Pages: 54, 55, 70, 71.

Students: Matteo Paiano, Francesca Settembrini, Caterina Soranzo, Jacopo Tiso Pages: 30, 32, 34, 38, 40, 44, 45, 46, 47, 166-171.

Students: Luca Ronchi, Mauro Sordon, Michela Tarzariol, Giovanni Vendrame, Marco Zanchetta

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Pages: 30, 32, 34, 38, 40, 44, 45, 46, 47, 194-201.

Students: Andrea Boatti, Filippo Carraro, Gianluca Comandini Pages: 33, 50, 51, 52, 53, 172-181.

Students: Giulia Bergo, Irene Carraro, Guido Frison, Elisa Volpato, Alessio Zanella Pages: 56, 57, 58, 59, 61, 62, 63, 64, 66, 134-137, 140-149.

Students: Elisabetta Bizzotto, Cristina Girolimetto, Mirko Moretti, Giovanni Niero Pages: 41, 43, 74, 75, 76, 77, 78, 79, 80, 81, 118-133.

Students: Alessia Benso, Anna Didi Bettiol, Laura Garbo, Ketty Moro, Cristina Zanuso Pages: 84, 85, 88, 89.

Students: Davide Cais, Ignacio de Villalain, Michele Munerati, Raul Sanz, Maria Trillo Pages: 86, 87, 92, 93, 94, 95, 96, 97, 102-113.

Students: Serena Borella, Alessandro Donzello, Marco Scattolin Pages: 86, 87, 92, 93, 94, 95, 96, 97.

Students: Celeste Da Boit, Stefano Longo, Francesca Marconato, Luisa Maria Viero Pages: cover page, 17, 21, 22, 42, 65, 81, 157.

Laura Cipriani Pages: 17, 23.

Alice Covatta Pages: 36, 37.

Alessandro Sottana All images were edited by Laura Cipriani and Alice Covatta.

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AIRPORT URBANISM

airports, landscapes and cities

01.

Ecological Airport Urbanism.

Airports and landscapes in the Italian Northeast.

L a u ra C i p ri a n i

02.

Rethinking Treviso Airport Urbanism.

Landscape design strategies from now on.

L a u ra C i p ri a n i

03.

Floating vs Flooded Airport Urbanism.

Airports and landscapes in the age of climate change.

L a u ra C i p ri a n i

Finito di stampare nel mese di agosto del 2014 d a l l a « E R M E S . S e r v i z i E d i t o r i a l i I n t e g r a t i S . r. l . » 00040 Ariccia (RM) – via Quarto Negroni, 15 p e r c o n t o d e l l a « A r a c n e e d i t r i c e S . r. l . » d i R o m a

euro 42,00 isbn 978-88-548-7437-4

C ip rian i R e t h i n k i n g Tr e v i s o A i r p o rt U r b a n i s m . L A N D S C A PE D ESIGN ST R ATEGIES F R OM NO W ON A r ac n e

Laura Ci pri ani , M a r ie C u r ie r e s e a r c h e r a t Tr e n t o Uni v e r si t y a nd v i si t i ng pr o f e sso r i n Lands ca pe Urba n is m a t Ve n ic e U n ive r s it y I U AV a n d t he P o l i t e cni co di M i l a no , w o r k s i n urban and l a n d s c a p e r e s e a r c h a n d d e s ig n . O ve r t he y e a r s, she ha s spe ci a l i se d i n the rel a ti ons hi p b e t w e e n in f r a s t r u c t u r e a n d la n d s c a pe , w i t h a co nst a nt co m m i t m e nt t o res earch and un ive r s it y t e a c h in g .

She regul arl y a t t e n d s c o n f e r e n c e s o n t h e t o p i c i n a c a de m i c a nd pr o f e ssi o na l env i ronments a n d h a s p u b lis h e d h e r r e s e a r c h in se v e r a l bo o ks. “ E c o l o g i c a l A i r po r t Urbani s m” (Uni ve r s it à d i Tr e n t o , 2012) a n d “A ir p o r t U r ba ni sm ” ( A r a cne , 2 0 1 2 ) a r e he r l as t publ i ca ti ons .

Laura recei v ed a P h . D . in U r b a n is m f r o m Ve n ic e U ni v e r si t y ( I U AV ) , a M a st e r ’s de g r e e (M.Des .) wi th di st in c t io n f o c u s e d o n u r b a n a n d la n d sca pe i ssue s f r o m H a r v a r d U ni v e r si t y (Gradua te Schoo l o f D e s ig n ) a n d B a c h e lo r a n d M a st e r ’s de g r e e s i n A r c hi t e c t ur e w i t h honours from Ve n ic e U n ive r s it y (I U AV ).

AIR 02

H o w is t h e la n d s c a p e m od i f i ed b y ai r t r an s p or t a t i o n ? C a n t h e l a n d s c a p e a n d a irp o rt in f ra str u c t u r e b e i n t eg r a t ed f ol l ow i n g e c o l o g i c a l c r i t e r i a ? H o w c a n a n a irp o rt b e i n t eg r a t ed i n t o t h e l oc al c on te x t ? W h a t d e s i g n d e v i c e s c a n b e u se d ? H o w c an w e c om b i n e t od a y ’s t ec h n o l o g i c a l r e q u i r e m e n t s w i t h t h e n e e d f o r u n f o r es een n ew f u n c t i on s i n t h e f u t u r e ? I n t h e f u t u r e , h o w m i g h t d isu se d a irp o r t i n f r as t r u c t u r e p os s i b l y b e “ r e c y c l e d ” ?

T h is b o o k a n al y z es t w o ai r p or t s i n n or t h eas t I t a l y n e a r t h e c i t y o f Tr e v i s o , m o re p re cise l y, t h e ar ea s u r r ou n d i n g t h e l ow c o s t c i v i l a i r p o r t o f Q u i n t o d i Tre viso a n d t he m i l i t ar y ai r f i el d of I s t r an a, pr e s e n t i n g i d e a s a n d s t r a t e g i e s t o in t e g ra t e a i r p or t , l an d s c a p e an d c om m u n i ti e s t h r o u g h d e s i g n p r a c t i c e .

Rethinking Treviso Airport Urbanism

L a n d s ca p e d e s i g n s t rat e g i e s fr o m n o w o n

Lau r a C i p r i an i

A r ac n e

02