HEADLINE PARTNER
In recent years the city of Rovereto has considerably widened the offer of car parking lots located in strategic positions around the city centre: from the oldiest historical parking "Rovereto Centro" in Via Manzoni, "Historical center" of Via dei Colli, " Station "of Via Riva," Follone "of Piazzale Leoni (enlarged in the years), to the more recent parking "City Hall", the parking" Urban City", the Parking "Hospital "and the future – it will be completed soon - parking lots "ex Bimac"and "Palazzo Balista".
The city centre provides about 2000 parking stalls with additional payment (currently) and 1200 stalls in car parks (currently and under planning). At the same time, the ZTL (“Limited Traffic Zone”) has been enlarged with flexible access conditions in terms of time slots (e.g. Tartarotti Street with ZTL nocturnal) and, recently, a series of road regulations have been issued contextual to the substantial redevelopment of the public space of via Dante, with the aim of reducing the impacts of vehicular traffic in the most precious areas of the center.
Finally, measures regarding the regulation of the parking system are being studied, in the hypothesis of an incremental implementation.
Promoting "intelligent" accessibility to the historic centre of Rovereto, which reduces the strong pressure of cars throughout the central area, both in terms of traffic and the employment of parking areas, is one of the more challenging topics of the Piano Urbano della Mobilità
The contribution of the study of mobility consists in finding solutions to make the historical centres "intelligently accessible", gathering the challenge of keeping services and commercial activities competitive with those organized according to modern paradigms, for example in shopping malls, making them less accessible from the motorized private vehicle without this being a disincentive.In other words, our aim is not only in the concern to "keep out" the "unsustainable" mobility, which implies a "passive" attitude of protection, but instead in the desire to "bring in" flows of mobility into conditions of greater sustainability, environmental first, but increasingly also social.
This requires an "active" positive approach, especially in the plaaces exposed to the risk of commercial decline.The urban realities that succeed in doing this can create the conditions for achieving excellent results not only in terms of reduction of vehicular traffic and consequent negative externalities (atmospheric and acoustic pollution, accidents, land occupation), but also in terms of enhancing the economic and commercial fabric of cities and improving the conditions of security, livability and well-being of the citizens.
The process is not free from social conflicts and in many cases raises the opposition of some of the economic activities. For these characteristics it is well calibrated and studied in its operative phase.The participants are invited to make proposals, considerations and suggestions on initiatives, measures and ways to better manage these conflicts, to enhance and highlight the positive aspects linked to the increase in public spaces available to pedestrians and citizens in the city centre, to limit and mitigate any real or perceived kickbacks.
Examples of elements that can characterize the approach are: communication and information on data, sharing of good practices adopted in other places, animation initiatives for the city centre, cross-sectoral projects, empowerment of stakeholders in relation to the general objectives of mobility (primarily economic activities and residents), enhancement of services.
