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Political institutions play a significant role in the logic of environmental sustainability, in particular for the contribution they can make to the ambitious goals of the Paris Agreement for a global action plan aimed at limiting global warming to well below 2°C. Municipal governments can develop specific actions and initiatives that can considerably foster a local sustainable development, where the dialogue and cooperation between political and socio-economic actors become a key element. For municipalities, an effective way for supporting the Local Agenda 21 projects and environmental performance improvement is derived from the introduction of a systemic approach for environmental management. By implementing an environmental management system (EMS), municipalities not only can improve the management effectiveness and efficiency, but they can also meet their legal obligations specifically related to the development of local environmental policies and action plans, and improve the transparency to the public about the natural environment quality and environmental protection initiatives. The integration of an Energy Management System (EnMS) can strengthen the actions for a continuous improvement of energy efficiency and, consequently, the attainment of specific energy saving targets in line with the national energy saving targets. The focus of the present paper is aimed at defining the possible actions needed to integrate an EnMS into an implemented and certified EMS. The results of a step-by-step analysis carried out by taking into account the case study of the Municipality of Udine are here presented.

In questo articolo ci si è chiesti se il trasporto sia diventato più sostenibile o meno nei comuni capoluogo di provincia, nel loro complesso e a livello di singola città. Risulta che, in termini complessivi, molti indicatori a cui attribuiamo una relazione positiva con la sostenibilità sono migliorati. Essi sono: i posti-km offerti dai mezzi di trasporto pubblico, la domanda di trasporto pubblico, il tasso di motorizzazione per le autovetture euro IV e euro V, la densità delle zone a traffico limitato, la disponibilità di aree pedonali, il numero degli stalli di sosta a pagamento, la densità di piste ciclabili, la quota modale di utenti del trasporto pubblico e la quota modale di utenti che si spostano in bicicletta o a piedi. L’unico che è diminuito è “la percentuale di viaggi di durata inferiore ai 15 minuti”. Diversi indicatori a cui attribuiamo invece un relazione negativa con la sostenibilità sono diminuiti di valore, ovvero: la densità veicolare, il numero di giorni di superamento del limite per la protezione della salute umana previsto per il PM10, il tasso di incidenti stradali, la quota modale di utenti che utilizzano l’auto come conducente o la motocicletta, ciclomotore, scooter. Fa eccezione l’indicatore “consistenza dei motocicli” che è aumentato. Queste evidenze ci portano a concludere che la mobilità urbana è diventata mediamente più sostenibile in Italia nel decennio 2001-2011. A livello di città, la situazione è molto più variegata: alcune città mostrano miglioramenti significativi della mobilità sostenibile, altre invece sembrano fare dei passi indietro. Una quantificazione del grado di miglioramento si ha contando il numero di indicatori che vanno nella direzione di una maggiore sostenibilità nel decennio 2001-11. Su un totale di 15, nessuna città migliora rispetto a tutti gli indicatori. Il massimo è 13, in quanto la densità di motocicli aumenta in tutte le città, così come diminuisce la quota di viaggi brevi. Le 10 più grandi città italiane sono presenti nella parte alta della classifica, in particolare le grandi città del nord-Italia, con questi valori: Torino (13), Milano (13), Bologna (12), Firenze (11), Roma (11), Bari (10), Genova (9), Napoli (7), Catania (6), Palermo (6). I dettagli sono riportati nell’articolo. Per confrontare le città abbiamo inoltre elaborato un iniziale indicatore sintetico di mobilità sostenibile che ci ha permesso di valutare come è cambiata la loro posizione nel 2011 rispetto al 2001. Concentrandoci nuovamente solo sulle 10 più grandi città italiane, hanno migliorato la loro posizione relativa: Firenze (+47 posizioni), Bari (+22), Bologna (+9), Roma (+9), Torino (+2) e Milano (+1), mentre l’hanno peggiorata Genova (-1), Napoli (-10), Palermo (-18) e Catania (-41). In this article, the question was raised whether transport has become more sustainable in the provincial capitals. It appears that many indicators to which we attribute a positive relationship with sustainability have improved. They are: the seatskm offered by public transportation, the demand for public transport, the rate of motorization for private cars euro IV and V euro, the density of limited traffic areas, the availability of pedestrian areas, the number of paid parking stalls, the density of cycle lanes, the share of public transport users and the share of users who travel by bicycle or on foot. The only one who fell is “the percentage of trips lasting less than 15 minutes.” Several indicators to which we attribute a rather negative relationship with sustainability have declined in value, namely: the vehicular density, the number of days exceeding the limit for the protection of human health set for PM10, the rate of road accidents, the share of users who use their car as a driver. An exception is the indicator “consistency of motorcycles” that has increased. These findings lead us to conclude that urban mobility has become generally more sustainable in Italy in the decade 2001-2011. At the city level, the situation is much more varied: some cities show significant improvement of sustainable mobility, while others seem to take a step back. A quantification of the degree of improvement is provided by counting the number of indicators that go in the direction of greater sustainability in the decade 2001-11. Of a total of 15, no city improved on all indicators. The maximum is 13, since the density of motorcycles increases in all cities and the proportion of short trips. The 10 largest Italian cities are in the top of the standings, especially the big cities of northern Italy, with these values: Torino (13), Milan (13), Bologna (12), Florence (11), Rome ( 11), Bari (10), Genoa (9), Naples (7), Catania (6), Palermo (6). To compare among cities, we have developed a synthetic indicator of sustainable mobility. By focusing again on only the 10 largest Italian cities, Florence (+47 positions), Bari (+22), Bologna (+9), Rome (+9), Turin (+2) and Milan (+1), have improved their relative position, while Genoa (-1), Naples (- 10), Palermo (-18) and Catania (-41) have worsened it.

Lo studio si propone di determinare processi di simulazione con strumenti IT di Parametric e Computational Design quale supporto nell’analisi ambientale degli spazi aperti e nell’analisi energetica degli edifici. Lo scopo è quello di definire strategie di regenerative climate adaptive design, quale risposta agli stimoli ambientali dovuti ai cambiamenti climatici con ripercussioni sullo spazio aperto costruito, in particolare all’aumento delle temperature in città. Tale approccio stabilisce un avanzamento metodologico rispetto ad esperienze analoghe nella definizione controllata, mediante strumenti IT, delle possibili scelte da operare all’interno di processi edilizi complessi, offrendo la possibilità di descrivere molteplici scenari d’intervento in base all’evoluzione e al raffinamento degli scenari climatici futuri. Parole chiave: computational design, environmental analysis, energy analysis BDC. Bollettino Del Centro Calza Bini, Vol 20 No 2 (2020): Public Spaces, Nature-based Infrastructures and Common Goods

Farming and agro-industrial waste can represent a resource when destined to energy production and they can contribute to reduce greenhouse gas emission, to improve energetic efficiency and increase renewable energies. 6 stations are already working in Calabria for agro-zootechnical biomasses and agro-industrial waste transformation, in compliance with 91/676/CEE, Nitrates Directive, then D.L. 152/99 and D.M. 7 April 2006, redefined by D.M. 6-7-2012 It reduced incentives, with the aim of implementing small sized stations powered by recyclable byproducts, which are easier to manage especially in the form of consortium by medium and small sized companies that would otherwise be excluded from the market. An appropriate use of pruning waste would also mean turning a problem into an opportunity if, instead of burning it and producing high levels of CO2 (as forbidden by D.L. “terra dei fuochi”) it could be destined to produce a new kind of power source, biochar, with a carbon negative function. Concerning the market of carbon credits derivable from pruning waste and from the production of more than 130.000 t of biochar (which, differently from the forestry sector, hasn’t been accepted in farming yet), the potential wealth on the regional territory could vary from 5 to 11 million € according to the set price. Establishing a more competitive and sustainable source of energy is one of the most important challenges that our Country has to face today. This sector plays a key role in the economic development of the Country, not only as a distinctive feature of low cost energy production, limited impact on environment and high utilization, but also as an element of growth per se, with a boost in ecologic economy thanks to a predominant use of renewable resources, recycling and curbing domestic or industrial waste, according to Green Economy parameters.

The paper aims to present RELOAD (REthinking Liminality Open Access Data). It is a new research project funded by FNRS at the Université Catholique de Louvain to demonstrate how through non-intrusive technologies and digital tools, the investigation of ancient landscapes concretely implements and promotes sustainable practices in archaeology (Carman 2016). The project highlights that investigating ancient spaces leads to rediscovering and deeply analyzing the complex human-environment interactions from the deep past to the Anthropocene. Moreover, it demonstrates that digital practices and non-intrusive methodologies are also strictly connected to the ethical principles of sustainably developing results. Integrating data about ‘marginal’ areas in northern Tuscany, RELOAD intends to demonstrate their central role in space management and the expression of local identities between the Roman conquest and late antiquity. Indeed, the ‘marginal’ areas, boundaries between territories, also fulfilling the function of physical barriers given the presence of peculiar geomorphological characteristics or imaginary borders between groups (Holm-Stene-Svensson 2009) are crucial for understanding the complex dynamics of man-environment-identity (Renes 2022). Archaeological traces reflect ancient sociocultural phenomena. Promoting knowledge of historic landscapes by sharing research results is a primary challenge to engage with contemporary society, raising awareness about the crucial role of archaeology and the community’s sense of belonging to a specific landscape. In this way, through wider collaborations with local institutions, it would be possible to achieve sustainability through culture as suggested by the SDGs 2030 UN Agenda (https://unric.org/en/united-nations-sustainable-development-goals/).

In order to reach higher standards of living, man has always been interested in searching new energy sources. Natural energy from sun, wind and water has been overcame by more sophisticated resources such as coal, vapour, hydroelectricity, natural gas, petroleum, and, at least, nuclear energy. However all these resources present unwanted effects, namely various hazards to man and environment. On this matter society is quering the risk-benefit balance of some energy choices and optimum performance with new safety means to limit dangerousness are being pursued and developed. It is necessary to evaluate carefully every aspect of safety without under-estimating or over-evaluating problems. For each energy source a "real price" has to be paired, even more in the future, since more energy will be required to guarantee the necessary technological progress linked to a better quality of life. In the present review all risks related to different energy sources are described and discussed aiming at defining: 1) specific risks for different sources 2) benefit from their utilization 3) means of defence guaranteeing security for man and environment. Italy is strictly dependent for energy production, which comes for 80% from abroad. An appropriate balance is required considering economical and social factors and real availability of energy. This balance needs therefore to be clearly evaluated hoping in a better future for an alternative energy, less dangerous and more clear, such as that from nuclear fusion.

Political institutions play a significant role in the logic of environmental sustainability, in particular for the contribution they can make to the ambitious goals of the Paris Agreement for a global action plan aimed at limiting global warming to well below 2°C. Municipal governments can develop specific actions and initiatives that can considerably foster a local sustainable development, where the dialogue and cooperation between political and socio-economic actors become a key element. For municipalities, an effective way for supporting the Local Agenda 21 projects and environmental performance improvement is derived from the introduction of a systemic approach for environmental management. By implementing an environmental management system (EMS), municipalities not only can improve the management effectiveness and efficiency, but they can also meet their legal obligations specifically related to the development of local environmental policies and action plans, and improve the transparency to the public about the natural environment quality and environmental protection initiatives. The integration of an Energy Management System (EnMS) can strengthen the actions for a continuous improvement of energy efficiency and, consequently, the attainment of specific energy saving targets in line with the national energy saving targets. The focus of the present paper is aimed at defining the possible actions needed to integrate an EnMS into an implemented and certified EMS. The results of a step-by-step analysis carried out by taking into account the case study of the Municipality of Udine are here presented.

Здравствената стратегија на ЕУ „Заедно за здравје“ ги призна климатските промени како закана за здравјето и ја нагласи улогата на Европската заедница да ги координира и брзо да одговори на заканите по здравјето на глобално ниво и да ги зајакне капацитетите на земјите (Европска комисија, 2008). Целта на трудот беше да се утврди степенот на свесност и информираност на популацијата околу глобалниот проблем со климатските промени и одговорноста на надлежните тела околу мерките за справување со климатските промени. Материјал и методи: Беше спроведено пилот истражување во текот на декември 2018 година во Република Македонија, со применана прашалник кој беше адаптирана верзија од survey questionnaire (‘climate change’, version 1) преведен на македонски јазик и дистрибуиран на интерактивна онлајн платформа. На прашалникот добивме одговори од 130 испитаници. Резултати: Најголем процент (90,2%) од испитаниците одговорија дека аерозагадувањето е првото нешто што го поврзуваат со климатските промени, а потоа следуваат густината на сообраќајот (41,7%) и управувањето со отпадот (41,7%). Кога станува збор за одговорноста околу проблемот, според испитаниците националната влада (33,8%) има највисока одговорност, во однос на меѓународните организации (20%). Заклучок: Истражувањето покажа дека постои одреден степен на информираност кај населението за климатските промени и појавите поврзани со нив како што се: загадувањето на воздухот, густината на сообраќајот, поплавите, пожарите и слично, но исто така потребно е да се спроведат силни кампањи за подигање на јавната свест. The EU Health Strategy "Together for Health" acknowledged climate change as a health threat and stressed the role of the European Community to coordinate and respond rapidly to health threats globally and strengthen the capacities of countries (European Commission, 2008). The aim of the study was to determine the level of awareness of the population about the problem with the global climate change and the measures undertaken by the responsible bodies to handle the climate change. Material and methods: A pilot survey was conducted in December 2018 in the Republic of Macedonia by applying a questionnaire, which was an adapted version of the survey questionnaire ('climate change' version 1), translated in Macedonian language and distributed on an interactive online platform. A total of 130 respondents answered the questionnaire. Results: The largest percentage (90.2%) of the respondents said air pollution was first thing they associated with the climate change, followed by the traffic density (41.7%) and waste management (41.7%). When it comes to responsibility, the National Government (33.8%) has the highest responsibility in comparison with international organizations (20%). Conclusion: The study has shown that there is certain level of awareness among the population concerning climate change and associated phenomena such as traffic density, fires and floods, but also strong campaigns has to be undertaken in order to raise public awareness.

Se è vero che discontinuità geologiche oltre che sistemiche come il cambiamento climatico, la sovrappopolazione, l’esaurirsi delle tradizionali fonti energetiche, sono evidenze che difficilmente oggi possono essere messe in discussione, il presente articolo intende affrontare, attraverso la prospettiva della recorded history e della deep history, quei particolari contributi che, nel complesso ordito di narrazioni emerse a livello globale, hanno prospettato interpretazioni che ricorrono a paradigmi malthusiani e neomalthusiani. In questa prospettiva di indagine risulta evidente il ruolo della recente crisi globale quale fenomeno storico-economico che ha innescato innumerevoli dibattiti circa la tenuta complessiva del sistema e accelerato la comparsa di numerosi interrogativi circa gli scenari politico-economici e relative implicazioni politiche e sociali a venire. If it is true that geological discontinuities, as well systemic, like climate change, overpopulation, depletion of traditional energy sources, are evidences that today can hardly be questioned, this article intends to address, through the perspective of recorded history and deep history, those particular contributions that, in the complex warp of narratives that emerged on a global level, have proposed interpretations that resort to Malthusian and Neo-Malthusian paradigms. In this perspective of investigation, it is clear the role of the recent global crisis as a historical-economic phenomenon that has triggered countless debates about the overall stability of the system and accelerated the appearance of numerous questions about political-economic scenarios and the related political and social implications to come.

Sustainability and resilience are relevant concepts in design and management of transport infrastructures. Sustainability refers to concept of development that meets the needs of the present without compromising the ability of future generations to meet their ones. Resilience is linked to the occurrence of extreme events during the life cycle of infrastructures and it is a measure of the ability of recovery the previous functionality. Traditionally, the two concepts are applied separately even if they present a significant number of similar characteristics. The better solutions in transport infrastructures design, maintenance and rehabilitation should lead to an improvement of both qualities. This paper presents an integrated approach sustainability-resilience as a useful tool in the decision-making process where different alternatives of rehabilitation after an extreme event are considered. Sustainability and resilience are estimated based on LCCA. The integrated perspective allows addressing an appropriate amount of technical, economic and environmental issues and is an useful tool for the identification of the most efficient solution.