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General Direction for Contemporary Architecture and Art

Ministry for the Cultural Heritage and Activities

In Italy in recent decades – characterized by abnormal building activity – the first large-scale (residential) infrastructure throughout the land area has in fact been completed, even though this has occurred with great detriment to the maintenance of the values and resources of the landscape and environment.

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However, it is absolutely necessary to change the attitude to the theoretical criteria which, consciously or not, have characterized the great infrastructure achievements in the second half of the previous century: the enormous motorways, the very long viaducts, roads and railways, routes which often cut through coasts and hillsides without any kind of grace or sensitivity. Hills are dissected to construct trench-like passages, all sorts of technical features, all sorts of bold works of art in infrastructure have been created and are witness to man’s desire to control nature and to move through it by subjugating it.

The challenge for the future is to succeed in the renewal and extension of the infrastructure and services networks and centres – this time in complete harmony with the landscape and environment.

And if architectonic quality is above all the capacity to express – through the design – the communicative and cultural function carried out by architecture, it is necessary that each new project communicate in harmony with what came before, interpreting and expressing its spirit. And this is necessary above all in Italy, where the historical heritage is so wide-spread and so substantial.

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Coming to terms with what existed before does not necessarily imply an attitude of mere imitative homologation and a diluting of contemporary work. On the contrary, it requires the study and understanding of elements and values which define the context of the site and, consequently, a design attitude which links up with those elements and those values, even in dialectical terms or from a position of contrast.

But now we are perceiving the beginning of a different design concept which aims to express not only respect for the countryside, but also, as far as possible, to enrich and formally improve the context in which we live: more routes in tunnels rather than in the form of viaducts, for example, more adherence to the natural lay of the land in mountainous regions, greater care in concealing invasive works, more design in the supports and structures, more attention to historic sites – in short, more contemporary architecture of quality. Design quality in contemporary architecture for new settlements which add value to the contexts into which they are placed.

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But this is not all. The very concept of infrastructures for mobility is changing. We no longer think only in terms of linking up different areas, it is no longer enough to consider movement from one place to another. Linear infrastructures can be transformed into an opportunity for the upgrading – on the functional level as well – of the areas to be crossed and in which the infrastructure is placed offering opportunities for development, link-ups, intermediate relations and services.

The DARC – General Direction for Contemporary Architecture and Art of the Ministry of Cultural Heritage and Activities – is significantly committed to promoting and facilitating these new directions towards better-quality infrastructures of greater complexity, in harmony with the historic landscape in which these are placed. This kind of approach can be discerned in the “Atlante italiano oo3, ritratto dell’Italia che cambia” project, consisting of photographs offered as testimony to the changes and transformations of Italy’s countryside and its cities. Pio Baldi

General Director for Contemporary Architecture and Art

For some years in Italy, thanks also to the positive growth of awareness and a critical approach to these issues, new attention for architectonic quality has begun to develop, above all with regard to infrastructures connected to mobility. And, recently, some significant projects have been carried out by administrations, designers, firms and institutions, projects which it is worthwhile describing in a brief survey which, starting with some historic examples of renown, makes it possible to perceive a new trend in the making.

Some historical references:

R. Morandi, viadotto sul Polcevera, Genova 1960/65

R. Morandi, centro manutenzione Alitalia, Fiumicino (RM) 1961/62

S. Musmeci, ponte sul Basento, Potenza 1967/69E. Montuori, stazione Termini, Roma 1951PREVIOUS NEXT

This multi-media presentation illustrates the results of a research study carried out on the infrastructures connected to mobility in Italy.

In many cases, the designs and projects are the results of competitions or programmes for urban upgrading, promoted by city governments or firms.

The examples selected for inclusion have therefore been analysed and placed, according to the context in which they are set, within the two sections:

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The Research, the Projects, the Database

In Italy, a country in which the historical and landscape heritage is so widespread and of such tremendous importance, a research study on this issue cannot avoid devoting attention to the relationship which the infrastructure projects establish with the land area through which they pass and the urban centres they connect.

The study has made it possible to identify some significant examples which indicate the trends, innovation programmes and new design approaches to railway, motorway, naval and pedestrian mobility.

MOBILITY WITHIN THE CITY e MOBILITY WITHIN THE LANDSCAPE.

INTRO DARC CREDITS THANKS

MOBILITY WITHIN THE CITY

• pedestrian• road

• rail• naval

The marked historical-monumental character of most Italian cities makes intervention on the structures for mobility a complex and delicate task; such intervention, however, is the more necessary to resolve problems of congestion in consolidated urban areas.

The illustrations which divide the sections are taken from the Atlante italiano oo3, ritratto dell’Italia che cambia project, which aims to offer a portrait of a changing Italy with photographs which are witness to the changes and transformations occurring in Italy’s landscape and its cities.

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The section is divided, in relation to the means of transport considered in the projects illustrated, into:

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An increasingly evident concern is emerging not only to endow urban areas with new or renovated infrastructures, but also to transform these into an upgrading opportunity by offering efficient and multi-functional services. The strategic role of such infrastructures is highlighted as well by the attention devoted to the formal aspect, which has the task of establishing new relationships and of re-defining the identity of the site receiving the new infrastructure.

Atlante italiano oo3 Vittore Fossati, Port of Genoa

Pedestrian Mobility

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The examples illustrated represent different design attitudes in the relationship established with the contexts in which they are placed.

One approach which has emerged in projects carried out in historical-monumental contexts is that in which the functional aspect of a pedestrian route is linked to the possibility of creating views which reinterpret the relationship with the city: the pedestrian bridge in via degli Annibaldi in Rome in front of the Colosseum, the della Lanterna walkway in Genoa.

In suburban areas, self-reference prevails and it is the structure itself which becomes a characteristic element of its context: the Entry Gate to the customs area at San Marino.

This is the direction taken by some recent research and studies which seek to heal the divisions caused by insensitive road infrastructures, mitigating their impact through the creation of new informal and contemporary urban spaces: the workshop on the Principe Amedeo di Aosta Tunnel and the Umberto I Tunnel in Rome.

The same concern also appears in a recently commissioned project for the upgrading of a tunnel for vehicular traffic which aims to improve the environment and its perception: the pedestrian link under the Tito Speri Tunnel in Brescia. PREVIOUS NEXT

Pedestrian mobility

Della Lanterna walkway in Genoa

“Due ponti pedonali sul Tevere” Competition in Rome

• the Science Bridge• the Music Bridge

Walkway in Rivarolo Canavese (TO)

"Risalire la città“ Competition in Naples

Upgrading of Tunnels in Rome • Principe Amedeo di Aosta• Umberto I

Upgrading in the area surrounding the new railway station in Caselle Torinese (TO)

Pedestrian Link under the Tito Speri Tunnel in Brescia

Competition for the urban upgrading of the seafront at Santa Maria di Leuca (LE)

• Winner• Runner-up • Honourable Mention

Pedestrian bridge in via degli Annibaldi in Rome

Entry Gate in the Customs area at San Marino

New pedestrian bridge over the Canal Grande in Venice

Forlanini Park in Milan

Linear Park in Caltagirone (CT)

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IN PROCESS OF COMPLETION

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Atlante italiano oo3 Mimmo Jodice, Genoa, overpass, no. 5

Road Mobility The problem of urban mobility arises prevalently in projects seeking to free the consolidated city fabric of traffic with the provision of parking spaces, road junctions and public spaces for the social and collective life of the citizens.

The integration of these two functions are resolved in some cases through the identification of an element as typically Italian and strictly architectonic as the piazza: the Underground parking in piazza della Libertà in Reggio Calabria, the Interchange Junction of Piazza Garibaldi in Cassino and the artificial Prà Palmaro tunnel in Genoa.

Some examples, on the other hand, illustrate the desires of the new generation. These are projects which share the characteristic of using green spaces, portions of passageways which are inserted into the city making the infrastructure recognizable: the upgrading of the via Laurentina crossing in Roma, the car park of Villa Fulgenzio della Monica in Lecce and the renovation work done in piazza Cavour in La Spezia.

The presence of archaeological finds, an often recurring and in this sense exemplary situation, at times makes it possible to design an interchange motorway as an archaeological park: the Roma-Ostia interchange road.

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Road Mobility

Rome-Ostia interchange road (RM)

“Un ponte carrabile sul Tevere” Competition, Ponte dei Congressi in Rome

• Winner• Selected 2nd phase• Selected 2nd phase

Car park in Reggio Calabria

Villa Fulgenzio della Monica car park in Lecce

Upgrading of the crossing on via Laurentina in Rome

Renovation of piazza Cavour in La Spezia

Interchange Junction at Piazza Garibaldi in Cassino (FR)

Mobile bridge in Cervia (RA)

A10 Motorway, Prà Palmaro artificial tunnel in Genoa

High-density manufactoring areas in Bolzano

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Atlante italiano oo3 Emanuele Piccardo, Fano Towers

Railway Mobility

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The need to modernise the railway infrastructure has given rise to a series of competitions and design projects which deal with the creation of new stations and the improvement of old ones, promoted by the State Railway Group. These transformations will in the next few year affect, in the most direct way, the heart of the main Italian cities.

The design projects developed for the competitions of Rome and Florence, announced by TAV (Treno Alta Velocità – High Speed Train), and for the Porta Susa station in Turin, announced by the Ferrovie dello Stato (State Railways), seek a new urban image which, in addition to solving functional problems, will directly and indirectly upgrade large portions of the city.

Two main lines of thought have emerged: a technological re-interpretation of the traditional railway station based on “the arcade”, as is the case with the winning designs for Florence and Turin; and an increase in a self-referential role in the infrastructural interchange, as is the case with the winning design for Rome Tiburtina. There are also the projects which are inserted into a natural-artificial setting by means of a ‘landscape-building’.

A different approach is taken in the projects for the renovation and improvement of thirteen historic stations in large Italian cities, which are managed by the Grandi Stazioni. The model offered by Stazione Termini and Termini due establishes a unitary architectonic language for these large complexes. PREVIOUS NEXT

Railway Mobility

Reclaiming the historic stations:• Roma Termini• Roma Termini 2nd phase• Milan• Turin

High Speed Station Roma Tiburtina Competition:

• Studio ABDR• Seste Engineering,

Studio di Architettura, S. D'AmoreHigh Speed Station in Florence Competition:

• F. Cellini, A. Anselmi• A. Natalini (gruppo toscano)• Ricci&Spaini, Studio Seste, P. Ciorra

Porta Susa railway Station in Turin Competition:

• AREP, Magnaghi• M. Zanon, S. Liccardo, M. Stella• L. Gambogi, ARCHEA, P.C. Pellegrini• F. Purini, L. Thermes, Studio Transit

Naples’ hillside subway:• General Plan• Museum Station• Salvator Rosa Station• Mater Dei StationMultifunctional

Building at San Pietro Station in RomePedestrian underpass, Metro Station via Indipendenza in Bologna Automatic Station (Veneto)

Stations on the FM1 railway line in Rome

Sub-mountain Railway variant in the Ragusa region

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Turin, renovation of the Porta Nuova Station

Designer:

Year:

Contract:

Client:

M. Tamino

2002

Direct

Grandi Stazioni Spa

(Gruppo Ferrovie dello

Stato)

PROJECT Renovation and functional upgrading is directed mainly to the Passengers Building with the provision of additional services and the improvement of existing ones, following the model already proposed for Termini Station in Rome.

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Naples, hillside subway

Designer:

Year:

Contract:

Client:

M. M. Metropolitana Milanese

Spa

2001

Direct

City of Naples

COMPLETED The Naples city government has built the hillside Metro train within the framework of a Transportation Plan which rationalizes the entire transportation system by integrating the existing network with new ones, through the transport exchange points. Once the construction phase was started, consideration was given to the possibility of utilizing the subway as an opportunity for reclaiming and developing entire areas of the city which were being served by the Metro: some Line 1 stations, in fact, are located in the city’s historic piazzas or in hillside areas, which were once well-kept sections of the city but have now been ruined by lack of maintenance and building speculation: the design of the stations has made it possible to activate a process for the complete renewal of urban areas, their accessibility and their services.

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Atlante italiano oo3 Giuseppe Leone, untitled

Naval Mobility

Italy’s particular geographical situation gives rise to a series of specific conditions for its port cities, where infrastructures, the historic centre and the landscape are closely related.

The strategy of defining the port as a preferential element in the start of a possible urban upgrading plan goes back to the previous decade. But only in recent years has there been an intensification of completed works and initiatives for competitions and studies to this end.

The lines of intervention differ from time to time and range from the qualitative definition of individual works aiming to respond to the needs of tourism – such as the maritime station at Otranto, the cruise station at the port of Venice, and the maritime terminal at Salerno - to the blending of commercial and cultural functions, as shown in the international competition for the new Parodi bridge in Genoa, which in the winning project unifies the infrastructure with the urban landscape.

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Naval Mobility

Competition for the upgrading of the seafront in Trieste:

• F. Zagari• C. Andriani, G. D'Ardia• M. Bellini• F. Purini, L. Thermes

Competition for the new Parodi Bridge in Genoa

• UN studio• G. De Carlo

Maritime station in Otranto (LE)

Cruise station in the port of Venice

ACTV moorings in Venice

Maritime terminal in Salerno

Renovation of the Punto Franco Vecchio area in Trieste

New port in Naples and upgrading of the pedestrian area

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Atlante italiano oo3 Gabriele Basilico, Strait of Messina

MOBILITY WITHIN THE LANDSCAPE

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From a study on the roads network in Italy and on the facilities which accompany it, a number of new elements emerge with respect to the past.

In their efforts in building new roads and in upgrading existing ones, the big firms which manage the road network in Italy are devoting greater attention to the difficult relationship of the various infrastructures with the context of the landscape being crossed.

In particular, the efforts in reclaiming the environmental context in the sections which pass through areas of natural beauty or urban congestion range from interment – even of long portions – with the related landscape design of the surface above (Monte Bianco – Aosta Motorway, Bridge over the Dora di Veny, Link to the Malpensa air station and connection with the S.S. 527 , etc.), to the deviation of A vehicular road with the designation of the old section as a pedestrian route (Acces to the Monte Bianco). New route areas thus also make it possible to re-use abandoned quarries to deposit material left over from excavating the tunnels (Widening of the A1 to a third lane Monteripaldi Deposit) or they are simply camouflaged (Widening of the A1 to include a third lane, tunnel and barriers at Casalecchio).

At the same time, there is evidence of an interest for the architectonic quality of the facilities located along the large networks (“La Macchia-est” Autogrill e Models for new motorway service areas) which in the more experimental designs become an artificial mimesis of the landscape (Widening of the A1 to include a third lane, Certosa Exchange).

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Road Mobility

“La Macchia-est” Autogrill

Acces to the Monte Bianco (AO) tunnel

Models for new motorway service areas

Widening of the A1 to a third lane• Monteripaldi Deposit (FI)• Certosa Exchange (FI)• Casalecchio (BO) Tunnel - Barriers

Monte Bianco – Aosta motorway, Bridge on the Dora di Veny (AO)Link to the Malpensa air station and connection with the S.S. 527

Road linking S.S. 527 to S.S. 11 with connection to the A4

Modernization of the A3 Salerno-Reggio Calabria to Contursi (SA)

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The DARC was instituted in May 2001.

To learn more about the initiatives of the DARC consult the web site: www.darc.beniculturali.it

or write to the following e-mail address: [email protected]

General Direction for Contemporary Architecture and Art

Ministry for the Cultural Heritage and Activities

This is one of the most significant new measures introduced by the Ministry for the Cultural Heritage and Activities, which in addition to the protection of the cultural and landscape heritage now also devotes attention to contemporary architecture and art, accorded equal dignity to the historic and artistic objects which are testimony to the past.

With the DARC, the promotion, support and valorization of contemporary creativity are added to the traditional activities of the preservation, protection and restoration of the works of the past.

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edited by Pio BaldiGeneral Director for Contemporary Architecture and ArtMinistry for the Cultural Heritage and Activities - Italy

• Research and documentation

Alessandro d’Onofrio with Laura Felci

• Communication

Lorenza Bolelli

• Multi-media design

Alessandra Colombini (logo designer)

Nicolas Nebiolo (designer)

Nicolaj Pennestri (video artist)

Fabio Speranza (multimedia designer)

Valeria Zappalà (artwork)

• Technical-Scientific committee

Pio Baldi

Margherita Guccione

M. Alessandra Vittorini

Manuel R. Guido

• Co-ordinator

M. Alessandra Vittorini

• Organization

Laura Felci

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ABDR; Studio Anselmi; Boeri Studio; Studio Camerino; Crotti & Forsans; De Carlo Associati; Studio Fuksas; GAP architetti associati; Garofalo - Miura architetti; Studio Magnaghi; Studio Manferdini; Studio Marenco; Metrogramma; Studio Navarra; Studio Ponis; Studio Purini - Thermes; Studio Seste; TomA2; 5+1 Architetti Associati.

Autorità Portuale di Venezia

Autogrill spa

Saba Italia spa

ARCH’IT (web enzine di architettura)

IUAV (Istituto Universitario di

Architettura)

Associazione Metropolis

The DARC is grateful to all those who collaborated in furnishing information and material:

Gruppo Ferrovie dello Stato spa Grandi Stazioni spa TAV (Treno Alta Velocità spa) Ferrovie Italiane spa

ANAS spa (Ente nazionale per le strade)

Gruppo Autostrade spa Autostrade spa SPEA Ingeria Europea spa R.A.V. (Raccordo Autostradale Valle d’Aosta spa) Società italiana Traforo Monte Bianco spa

INTRO PREVIOUS END

The DARC also thanks for the willingness of:

M. Tamino, E. Spinali; C. Recchi, F. Alati; V. Pozzi, B. Scanni; R. Borgia, G. Marotta; M. Torresi; GC. Pennestri; M.Elevani; M. Pastorelli; CM. Casati; M. Brizzi; L. Guoli; S. Brancaccio; A. Anselmi; S. Boeri; M. Crotti; G. De Carlo; F. Bilò; A. Magnaghi; E. Manferdini; A. Marenco; M. Navarra; A. E. Ponis; F. Purini; A. Aymonino, E. von Norman, F. Trinca; G. Biasi.

and of:N. Olmi, L. Barreca; G. Pettinà; D. Marisa; F. Cavallotti; C. Del Colle; S. Soto; F. Violi; D. Testini; G. Longo; MT. Granato; L. Passarelli.

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