Archaeology and nature: hyblean cultural landscape and territorial ...

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Channel under the bridge. The bridge is also situated near a redevelopment area which will become a park and is connected, through a cycle-pedestrian way, up to the Park “XXV Aprile” sited in the centre of Mirano. Meaning: the bridge, meant as a crossing of the channel by the road, has been interpreted as an element of the landscape with its own role and identity but at the same time it is part of it through the connection between the elements present in the context. To find out the role that the bridge should have in this context, we have analysed the landscape, isolating some elements in order to discover the mechanisms which regulate their connections. We have imagined what impact the structure could have and from which point of view it was better to view it. The result of these studies has led to the insertion of the bridge between the banks, where there are already existing strips of green (poplars, small woods) near the bank, so that the sight of it from far away makes its dimensions appropriate to the context. As one approaches the bridge, gradually descending the banks, exactly when the bridge is showing its real and unavoidable dimensions, one’s attention is drawn towards a green area near the motorway which works both as a mitigation of the motorway itself and as a facilities area for rest and leisure. It also includes a small refuse which will be renovate. The bridge is also inserted in its context according to the following consideration: there is a daylight landscape which we are used to taking into account according to our cultural dimension, however there is also a night landscape to which little attention has been drawn especially those structures which are a reference point for the community, such as bridges. In a certain context, the visibility of the bridge at night contributes to create an extended landscape portion which can be coherent with the daylight view, depending on the artificial lightning. During daylight, the movement of the metallic bars, perceptible as an alternation of recess and protrusion, creates a play of light and shadow that gives depth to the front, reducing the visual impact. Even from the very first planning phases, the depth effect was kept also in the night-time view. Just like in the negative of a picture, during the night the play of light and shadow has been achieved bringing out recesses and protrusions through lights put inside the many inclined bars which make the front of the bridge. The artificial light emphasizes the presence of the bridge in the dark background of the night, creating a recognizable reference point in the same way as it happens during the day. Results: a) Interpretation of the means of transport solution: Clearing of the barrier given by the Taglio Channel, so as to have a transportation continuity thanks to the new infrastructure “Passante of Mestre”. b) Interpretation of the territorial context The features of the bridge are connected to its functions which is both the crossing of the Taglio Channel and a reference point for the continuity of the road network. It has been thought that the perception of motorway drivers, given their speed and consequently lack of attention to the landscape, should have been of a more abstract sort: the crossing between the roads of the Passante and the Channel is a clear sign perceptible even at speed, thanks to the curves of the extrados of the girders. The plan has also taken into account the night landscape through the artificial light. c) Added value i) The lightning of the bridge has been taken into consideration as a form of night landscape continuity. ii) Keeping of the road continuity under the bridge and connection of two homogenous functional areas. iii) Concealing of the traffic in relation to the visibility of the bridge. iv) Bridge visibility due to its proximity to the park, whereas the traffic will be hidden by the structure’s height. v) Arrangement of the residual areas due to the achievement of the new road and of the conditions for the creation of a park. 3. An indicator list of conceptual quality From the reading of the relationship between the work and the context which are applied to a wide number of road infrastructures, it is possible to take out those themes which have contributed to the creation of added value and make a list of some indicators of general validity. In the same way as in the procedure for the writing of the SIA (Study of Environmental Impact) where there are some checklists proposed as questions, here it is a checklist with the transposition of added values into arguments which can be treated also in other planning cases. The indicators have then been grouped together taking away the repetitions, in terms of shape, function and meaning. Of course, the checklist below does not exhaust all the possibilities for the creation of added value, however it can be considered as a reference point for the checking of the plan external quality. 1133
Shape: 1. Bridge dimensions and shape: Either in the overpasses and in the bridges, is it necessary to keep a reduced deck dimension in order to minimize the visual impacts? Has the bridge typology been studied together with construction techniques which allows a drawing able to keep a reduced deck dimension? 2. Context shapes: Does the bridge/road take into account the functions and shapes of its surroundings? Is it in connection with them? 3. Visibility of the infrastructure and by the infrastructure: Have the various alternatives been evaluated about the bridge/street positioning in relation to its view from the bridge/street and of the bridge/street? Can the bridge/street offer optical cones towards worthy landscapes and at the same time conceal the view of the traffic? 4. Formal coherence between the product and the context: Is it necessary that the bridge/street drawing follow a formal coherence with the other elements of the territory? 5. Lighting: How does the bridge/street work at night? Is there any lighting which shows its presence, enhancing its shapes? Does the night lighting give a formal result which is coherent with the day-time view? 6. Vehicular traffic view: Is it necessary to conceal the traffic view of a bridge/street? Function 1. Flexibility: In the future, can the bridge/street be enlarged in order to achieve new traffic needs? 2. Economical contest: Does the bridge/street take into account the economic development of its surroundings? 3. Interchange: In the network nearness, is it possible to exchange the various transport ways? 4. General economy: Is the working of a road infrastructure compatible with the structural needs of the population budget? 5. Interdisciplinary program: Do the program documents grasp the potential and vulnerability of the territory functions, shapes and meaning both on a great extent and on a local rank? 6. Traffic category: Does the bridge/street take into account the different traffic categories? 7. Functional intersections: Which functions do the bridge/street seize? For instance, if in the nearness of the bridge there is the possibility to create a park, can the bridge have functional relations? Meaning 1. Characterization: can the succession of overpasses with similar features be the expression of the stereotyping of a road? 2. Identity: Which images of the territory are possible after the infrastructural intervention? Which territory’s identity is possible after the infrastructural intervention? 3. The symbol: Does the bridge/road have a symbolic value? 4. Renovation: can a bridge/street renovate places? 5. Doorway/access/transit: can a bridge/street express, where it is necessary, the access to a town? Or as the crossing of a place? 6. Limit: can a bridge/street be a geographic reference point which marks the crossing from a territory to another? 7. Grades: Are there any recognizable functions in which the bridge/street is in connection with? Which grade of function is recognizable? 8. The old and the new: in case of a functional adaptation of an old bridge/street, are there any rules which regulate the old and modern relations? Will the intervention be on both sides or on only one? Will a reversible technology be used? Will there be a hierarchy to highlight? 4. Results The infrastructural road plan can be the chance to create a conceptual quality which is able to establish a relationship between the functions, shapes, and meaning of the road/bridge and the functions of the context. Supposing to define the “conceptual quality of the infrastructural roads as a whole of value added deduced from the connection of components within the plan and the territorial context that enables the project to satisfy a series of requirements not directly requested by the performance goal” [2], it stands to reason that the conceptual quality can differ in many ways and can be expressed through a multiplicity of meanings. The followings are to be underlined. The determination of a conceptual quality is a cultural fact. The conceptual quality of a road infrastructure is the result of the communication between the client and the designer; it is territory knowledge; it is multidisciplinary or better trans-disciplinary, as it follows a process of mutual exchange and of mutual enrichment between the designer and the client as well as it tries to catch the population requests. The infrastructure, characterized by a higher grade of conceptual quality, will be 1134
Page 1 and 2: Archaeology and nature: hyblean cul
Page 3 and 4: 2. Kaukana project: territorial reg
Page 5 and 6: The main goal of the planning inter
Page 7 and 8: The Time of Flight 3d laser scanner
Page 9 and 10: Fig. 12-13: The archaeological land
Page 11 and 12: Industrial heritage, collective ide
Page 13 and 14: vertical reduction of market prices
Page 15 and 16: Fig. 3: The mining site of Grottaca
Page 17 and 18: Fig. 5: Laser scan 3D of the Pozzo
Page 19 and 20: Fig. 6: Palazzo Pennisi. meanings,
Page 21 and 22: Le tanneries di Barjols: uno spazio
Page 23 and 24: Fig. 2 - Piano del quartiere delle
Page 25 and 26: Fig. 4 - Sviluppo verticale anni ci
Page 27 and 28: Riferimenti bibliografici [1] AA.VV
Page 29 and 30: to compact settlements, in which th
Page 31 and 32: Fig. 4: Maiori, plan 1848. Fig. 5:
Page 33 and 34: Fig. 8: Furore,Conca dei Marini and
Page 35 and 36: Fig. 10: Positano. 4. The mountain
Page 37 and 38: which the driving force derived fro
Page 39 and 40: The urban development of the lower
Page 41 and 42: Fig. 2: Roman time, overlap Paget h
Page 43 and 44: Fig. 4: 3D model, a. Greek time, b.
Page 45 and 46: Fig. 6: Acropolis of Cuma Overlappi
Page 47 and 48: We think that 3D PDF could be an us
Page 49 and 50: having an infrastructure in a certa
Page 51: Cana le Pic. 3 Territorial context
Page 55 and 56: AUGÉ Marc. Nonluoghi - introduzion
Page 57 and 58: productive landscape design restric
Page 59 and 60: Tehran’s outskirt Fig.4, 5: Agric
Page 61 and 62: Appropriate interaction among urban
Page 63 and 64: Allotment garden: is designed for t
Page 65 and 66: 5. Conclusion Restoration of biodiv
Page 67 and 68: irrepressible expression of a cultu
Page 69 and 70: The competition titled Pylons of th
Page 71 and 72: Fig. 9: An iconographic repertory o
Page 73 and 74: Camillo Sitte meets Robert Venturi
Page 75 and 76: Fig. 1: Berlin southern beltway at
Page 77 and 78: The design of sustainability in rel
Page 79 and 80: To safeguard fertile, dynamic and a
Page 81 and 82: “The loss of place, asserts Chris
Page 83 and 84: 3. Sustainable morphology as integr
Page 85 and 86: In truth, we are witnessing today -
Page 87 and 88: Recognizing Cultural Heritage for S
Page 89 and 90: emember our past. The relationship
Page 91 and 92: State’s social offer (health, edu
Page 93 and 94: Besides, the achievements of this u
Page 95 and 96: evident the impact the park had on

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