Energy Transport HIstoric Cities

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Energía, Transporte y Telemática en las ciudades históricas Conferencia de Salamanca 4-6 Noviembre 1998

Energy, Transport and Telematics in the historie cities Salamanca Conference November 4th _6th, 1998

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LA CIUDA del FUTURO

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THE CITY of TOMORROW

ABSTRACTS Energy, Transport and Telmatics in Historic Cities Salamanca Conference - 1998

Publicado por / Published by: Ayuntamiento de Salamanca en cooperación con las ciudades de Évora y Dublin Salamanca Municipality in cooperation with Évora and Dublin municipalities. Con el apoyo de / with Support of: Thermie Programme – European Commission / UNESCO Editado por / Edited by:

Cipriano Marín Salamanca (1998)

7HFKQRORJ\ DQG +HULWDJH $ QHZ DOOLDQFH RQ WKH WKUHVKROG RI WKH ;;, FHQWXU\ E\ &LSULDQR 0DUtQ ,168/$ Secretary of the Conference

Historic cities, especially those that have been declared World Heritage Sites, are an exceptional and living meeting point, where the past and the aspirations of the future come together. The need to prevent the accumulated cultural heritage of our historic centres from disappearing should not be incompatible with their functionality, comfort or ability to become dynamic social, cultural and economic centres. Projecting historic cities into the future needs the support of new technologies, a field in which a new alliance is being forged, an alliance that can make these emblematic places into examples of harmonious coexistence and how the new possibilities offered by new energy, transport and communications technologies can be efficiently adapted to the context of historic centres. The current challenge is to reconcile the preservation of cultural heritage for future generations with, at the same time, the necessary capacity for renovation which has characterised these privileged places down through the ages. The recovery and preservation of this heritage in no way means that cities will be frozen still. Town planning restrictions or the inclusion of monuments as listed buildings do not suffice alone. Old cities constantly need an injection of new lifeblood to nurture the economic and social fabric. This is why the idea of building the city of the future on the foundations of the past was chosen as the central theme of the Salamanca conference, entitled “Energy, Transport and Telematics in historic centres�. Energy and transport are the major risk factors affecting conservation of historic centres, and also one of the barriers impeding functionality and sustainable development. For this reason, many initiatives for renovation necessarily focus on these areas. Moreover, the new telematics tools emerging on the scene are a new ally enabling services to be integrated efficiently and new development initiatives to be created in these very unique centres.

The above served as the point of departure for this co-operation initiative between historic cities of Europe, based on the idea launched by Evora, Dublin and Salamanca, with decisive support from the Thermie programme of DGXVII of the European Commission. The importance and scope of the project led to the participation and active collaboration of UNESCO, INSULA and the World Solar Programme (1996-2005). Following intensive work by a committee of experts drawn from various European countries, in November 1998 a meeting was held of municipal representatives and project leaders from over 40 cities and historic centres in Europe. It would not be amiss to say that even though many of the individual projects were already known, Salamanca proved to be a very pleasant surprise for all concerned. For the first time ever, an overall perspective was obtained which showed clearly that historic centres were not merely exceptional candidates for the application of new concepts in technology and management in the areas of energy efficiency and clean transport, but also that they had already commenced on the road to becoming cities of the future, with a wealth of truly admirable experiences. Transnational projects such as Jupiter, Entire, Zeus, Centaur and Belt, created within the framework of the Thermie programme, have contributed magnificent experiences and opened up lines of action in many historic centres, thus laying the groundwork and basic elements for reflection for new action programmes in the European Union. Along with these projects, the specific experiences undertaken in historic centres have shown that it is in these very areas in which all imaginable difficulties arise with respect to management and technology implementation that an unprecedented capacity for creation is generated. Solutions to transport problems, such as the use of zero or ultra-low emission vehicles, hybrids and combined systems, as seen in Trento, Genoa, Salamanca, Athens, Venice, London, Cologne and Rotterdam; transport planning strategies such as those implemented in the historic centres of Caen, Évora, Naples, Bristol, Barcelona and Helsinki; energy efficiency programmes, introduction of renewables and reduced emissions, such as those developed in Frankfurt, Leicester and Dublin; design with the aid of powerful telematics instruments, as in Florence, and the experiences of the Histocity network and projects for minimising the impacts of energy and communications networks, such as the case presented by Toledo. All these realities make for an exceptional situation which one could define as the giant step from theory to practice. This capital of experiences led to two key results in Salamanca. Firstly, the Salamanca Declaration, which defines the political and strategic framework for historic cities in the areas of energy, transport and telematics. Secondly, a good practice guide, backed by a group of experts and municipal representatives, which will doubtless serve to replicate and guide new experiences in other historic cities and centres. These two contributions are fully in keeping with the approach adopted in this Metropolis 2000 congress. Lastly, we should not overlook the added value provided by these experiences in our historic cities. Over and above our collective responsibility to

preserve Europe’s cultural heritage, we should consider that our historic centres are among the most important stages in the world for these experiences, for the local population and for visitors alike, because together they represent the world’s biggest tourist destination.

Energía – Transporte - Telemåtica

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PONENCIAS / COMMUNICATIONS PolĂ­tica de la UniĂłn Europea sobre el fomento de las energĂ­as sostenibles. Su repercusiĂłn en las ciudades histĂłricas. (8 3ROLF\ RQ SURPRWLQJ VXVWDLQDEOH HQHUJLHV 5HSHUFXVVLRQ RQ KLVWRULF FLWLHV -XDQ )UDJD Secretario General – EUFORES La Ciudad del Futuro y el Patrimonio Cultural: el V Programa Marco de I+D de la UniĂłn Europea. &XOWXUDO +HULWDJH DQG WKH &LW\ RI 7RPRUURZ 7KH ( 8 9 )UDPHZRUN 3URJUDPPH RI 5 ' $QJHO /DQGDEDVR DGXVII – ComisiĂłn Europea Programa THERMIE Opciones telemĂĄticas para proyectar los centros histĂłricos hacia la Ciudad del Futuro. +LVWRULF FHQWUHV WRZDUGV WKH &LW\ RI WKH )XWXUH 7HOHPDWLF RSWLRQV 0LJXHO 0RQWHVGHRFD INSULA Estrategia europea para el transporte alternativo en las ciudades histĂłricas. (XURSHDQ VWUDWHJ\ IRU DOWHUQDWLYH WUDQVSRUW LQ KLVWRULFDO FLWLHV 3DW %HOO, BE, MIEI Director ENTRAC - Ireland El Patrimonio de la Humanidad y la gestiĂłn medioambiental. :RUOG +HULWDJH DQG HQYLURQPHQWDO PDQDJHPHQW 0Â? 'RORUHV 6LOYHVWUH &XHVWD ICOMOS – EspaĂąa Opciones para el suministro de energĂ­a en las ciudades histĂłricas. (QHUJ\ VXSSO\ RSWLRQV LQ KLVWRULF FLWLHV -RDTXLP &RURPLQDV Ecoserveis Uso de la EnergĂ­a en los centros histĂłricos, el caso de Évora. (QHUJ\ XVH LQ KLVWRULF FLWLHV 7KH FDVH RI eYRUD /XLV 2OLYHLUD 5RGULJXHV Câmara Municipal de Évora Leicester: Primera Ciudad Ambiental del Reino Unido. Estrategias de eficiencia energĂŠtica para las viviendas. /HLFHVWHU 7KH 8.ÂśV ILUVW (QYLURQPHQW &LW\ (QHUJ\ HIILFLHQF\ VWUDWHJLHV IRU KRPHV 'RPLQL *XQQ Community Services Manager /HLFHVWHU &LW\ &RXQFLO (DVW 0LGODQGV

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La lucha por la protección del clima - Evualuación de la experiencia. )LJKWLQJ WR SURWHFW WKH FOLPDWH (YDOXDWLQJ WKH H[SHULHQFH : 1HXPDQQ Head of Energy management agency :HQGHOLQ )ULHGHO Energy planning section (QHUJLHUHIHUDW 6WDGW )UDQNIXUW DP 0DLQ Límites de las intervenciones relacionadas con la energía en los edificios antiguos patrimoniales. /LPLWV RI LQWHUYHQWLRQ RQ WKH LVVXH RI HQHUJ\ LQ ROG EXLOGLQJV WKDW IRUP SDUW RI WKH KHULWDJH 0DULR 0DWXOLF Arquitecto - Paris Iluminación en edificios y monumentos históricos. /LJKWLQJ LQ PRQXPHQWV DQG KLVWRULF EXLOGLQJV 9tFWRU %DUEHUR IBERDROLA Ingeniería y Consultoría (IBERINCO) La Unidad de Cogeneración y el Sistema de Calefacción de Distritos de la ciudad de Dublín. 7KH &RPELQHG +HDW DQG 3RZHU 8QLW DQG WKH 'XEOLQ +HDWLQJ 6\VWHP -RKQ 2¶&RQQRU BE MEngSc Dublin Corporation Sistemas de control distribuido en edificación. 'LVWULEXWHG FRQWURO V\VWHPV IRU EXLOGLQJV 3HGUR - 6DQ] +HUQiQGH] Director Técnico Ingenieros de Seguridad y Electrónica, S.A. (ISE) Herramientas prácticas para el desarrollo de ciudades sostenibles. 3UDFWLFDO WRROV WR VKDSH VXVWDLQDEOH FLWLHV $OIRQVR 6HYLOOD GEOHABITAT Los Sistemas de Información Geográfica (SIG) y la planificación del patrimonio cultural: un recurso para los municipios. *,6 IRU SODQQLQJ WKH FXOWXUDO KHULWDJH D UHVRXUFH IRU WKH PXQLFLSDOLWLHV 0DXUR 6DOYHPLQL Università di Roma la Sapienza Sistemas de mantenimiento integral de edificios históricos. ,QWHJUDO PDLQWHQDQFH V\VWHPV LQ KLVWRULF EXLOGLQJV $QWRQLR &RUWpV ,]TXLHUGR Jefe de la División de Mantenimiento SIEMSA

Ingeniería de mantenimiento y gestión del patrimonio histórico.

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ABSTRACTS

ENGLISH VERSION

Energía – Transporte - Telemática

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THE URBAN DIMENSION OF THE EU POLICY ENERGY AND TRANSPORT -26e 6,(55$ /Ï3(= 'LUHFWRU ± '* ;9,, (XURSHDQ &RPPLVVLRQ ,QWURGXFWRU\ 6SHHFK The reason that we are here in this beautiful and, for me, beloved city of Salamanca, an area I have many personal ties with, is to address one of the most singular and complex challenges posed by the process of building Europe: how to conserve and even enhance our cultural diversity, one of whose most evident expressions is our wealth of urban heritage, in a way that is compatible with the growing demands for prosperity and quality of life from our people. Most people in Europe live in cities, although there is no single model of a European city; historic, cultural, economic and demographic circumstances and different legal, institutional and political systems have made each city different. However, the apparent paradox implicit in human progress - that of being creator and destroyer at the same time - takes on important and dangerous connotations in cities that form part of our historic and cultural heritage. The future ambitions of these cities are determined exclusively by respect for and ennoblement of the past, even though a high price often has to be paid for this. Whilst the difficulties that concern us are related to congestion and impact on the environment, usually provoked by the use of energy and transport; a separate approach must be reserved for the opposite problems: caused by people moving out of old town centres that lack the comforts offered by new and cheaper buildings. For those of us who have chosen as our new home, a town about 30 kilometres from here, Ledesma, a beautiful town like so many towns of Castilla and Leon, we are well aware of the permanent efforts made by everybody, the solidarity that is needed to keep the old quarters of our towns alive. In short: the challenge we now face here is to conserve, improve and project this magnificent cultural heritage into the future; a heritage that is part of the European, as well as the local identity. There are many reasons why the European Union should pay special attention to these issues. The first reason is that the problems inherent in economic, social and demographic developments, the excessive consumption of natural and energy resources and the generation of waste and pollution, are concentrated and aggravated in the urban context. On the other hand, a concentration of economic, material and intellectual resources in cities makes them privileged places for innovation, creativity and communications.

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The second reason is that most community policies, in practice, have an urban dimension that can not be ignored, even though, for different reasons, this still has not become a basic element of our policies. The third reason is that integral solutions are essential for urban management. That is why greater management capacity should be given to local problems, that should have the necessary management instruments available at city and borough level. A coherent urban agenda therefore requires action at all levels: European, national, regional and local level. But, what are the challenges?. They are not easy to summarise. In the last decade, the services sector has become the leading generator of G.D.P., and the sector operates, basically in an urban setting: cities with better services generate more economic activity. Our cultural heritage is also an asset that we must try to make profitable by taking a long term view and an extremely conservationist approach. In Europe, several million people travel every year to visit high level cultural sites. This is an opportunity that must be taken to give our cities the necessary transport, building, communications infrastructure, etc. Appropriate management of the urban environment is another challenge for "sustainability", as it is known, on a global scale. Agenda 21 that came out of the Rio de Janeiro Summit, explicitly recognised the importance of the local and urban dimension in any environmental policy. Although, as I said, the urban dimension has not thus far been one of the key priorities of European policies, it has an increasingly high profile presence in them. Just last week, the European Commission was discussing a document called "Action plan for sustainable urban development". Then, there is the 5th Framework Programme for Innovation and Technological Development, which is expected to be passed this December. This includes the action "The city of tomorrow and cultural heritage". So, we are moving forward on a European level, in defining policies with a clearer urban perspective. In short, the role of the city in all areas must be recovered. I would like to highlight the importance of energy, my area of responsibility, in all this. I would like to remind you of the fact that it is in the cities and their surrounding areas, where most energy is consumed: 75% of final consumption, for transport, heating, cooling, lighting, etc. We are seeing more and more innovative, cleaner and efficient technologies to cover all these energy needs. As energy technology, one of the main issues of this conference, is also one of the instruments available to us for meeting the challenges we face, we must encourage the penetration of these new technologies in the market. Technology can also help in the development of new activities in our cities. Our interest in these tasks can be seen from the sponsorship of this conference, and we must congratulate the organisers for the job they have done, especially the cities of Salamanca, Evora and Dublin. It is an honour for us to have contributed through the THERMIE programme, our horizontal R+D energy programme. We in the Directorate General for Energy have supported these approaches with all our policies and programmes. Energy efficiency programmes like SAVE, for example, have provided support for many projects promoting rational energy use, both in buildings and in

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transport. In this sector in particular, major programmes like AUTO-OIL, implemented in collaboration with the car and the oil industry, aim to reach the most ambitious standards for urban air quality by using a more efficient combination of vehicle technology and fuel composition. That is why I feel such satisfaction with the results of projects like ENTIRE and BELT, backed by DGXVII and which have applications here in Salamanca. They intend to demonstrate how new vehicles, in this case natural gas and hybrid vehicles, can make a major contribution to the protection of our environment and to the conservation of our cultural heritage. In other words, they highlight the ties that exist between heritage and technology, the subject of this conference. There can be no doubt that we, mankind, have created these problems. This is nothing new. Many centuries ago, a Chinese wise man said, in another context, "We have found the enemy: it is ourselves". Once again, therefore, it is up to us to find the solutions.

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EU POLICY ON PROMOTING SUSTAINABLE ENERGIES REPERCUSSION ON HISTORIC CITIES -8$1 )5$*$ 6HFUHWDU\ *HQHUDO (8)25(6 $EVWUDFW The European Commission’s report ENERGY FOR THE FUTURE: RENEWABLE ENERGY SOURCES (the White Paper), has provided a common plan for promoting a significant development of renewable energy sources (RES) for the first time. The White Paper sets ambitious but realistic objectives (12% of primary energy demand for the year 2010), it offers detailed lines of action and proposes an initial launch campaign. Unfortunately, Union budgetary constraints mean that the burden of the strategy proposed will fall mainly on EU member states, regions and towns. This is a consequence of applying the principle of subsidiarity, and also of the need to customise measures to the peculiarities of the different EU levels. Thus, specific developments on a local scale are necessary, but this could hamper a common EU approach and, in some cases, supra-national co-operation. On the other hand, energy efficiency, (EE) faces an even more complex situation, as it is difficult to quantify, especially for setting political objectives. Furthermore, EE requires demand, rather than supply management, making it even more different from conventional plans. The European Commission report 7RZDUG D VWUDWHJ\ IRU WKH UDWLRQDO XVH RI HQHUJ\, in a similar way as with renewables, is the first step toward a common strategy for rational energy use. Current trends in energy policy are basically aimed at achieving greater competitivity. A consensus must be reached in the long term however, on the essential outlines of a common energy strategy for the EU that also considers other factors: respect for the environment, job creation and assuring supply. One can not forget the commitments the EU assumed in Kyoto, with regard to reducing greenhouse gas emissions. Energy efficiency and renewable energies represent one of the few really effective options for reducing CO2 emissions. There are many advantages of having a co-ordinated implementation of new energy technology, which makes an integral assessment of their benefits especially important. This approach could lead to a common policy based on the following guidelines. •

The use of energy efficiency and savings to reduce consumption as much as possible.

•

The increased use of renewable energies to cover as much demand as possible.

•

Cover the remaining supply with conventional sources.

To this end, the European Sustainable Energies Charter (EURENEW) has recently been presented to the European Parliament. This should facilitate legal harmony, going into detail

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of sustainable development, creating employment and economic growth in a market environment determined by competitivity. A co-ordinated approach should be fostered too, as well as adequate monitoring and assessment mechanisms that enable us to achieve agreed objectives and that will enable us to establish new instruments. The proposal includes an indicative programmes mechanism (Indicative programme for Energy Efficiency and Renewable Energies - PIPER), a periodic obligation of the Commission that would provide a mechanism for establishing binding objectives for each member state and for each technology, and to review them periodically and commit the necessary funding, in the same way as responsibilities are shared out to achieve the common objective of reducing CO2 emission agreed on in Kyoto. This whole framework should be applied at all levels of the EU, community, national, regional and local. The latter two are especially important as these are technologies that are applied in a decentralised manner, with a significant impact on the immediate surroundings. Therefore, and given the job generation and local industry promotion capacity involved, as seen from the local applications that have been implemented thus far, specific local initiatives should be actively adopted for promoting their use. A specific case is the one of adapting new technology to historic cities. Although the opposite may appear to be true, clean and decentralised technology also gives priority to quality rather than quantity, thus adapting to these cities with special success. I believe therefore, that this opportunity to assess the benefits associated with implementing them should not be missed.

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Ciudades Históricas

Historic Cities

TELEMATIC OPTIONS FOR PROJECTING HISTORIC CITY CENTRES TOWARD THE CITY OF THE FUTURE 0,*8(/ 0217(6'(2&$ ,168/$

$EVWUDFW Cities form part of our most valuable historic, cultural, architectural and economic heritage and, to a large extent, they are the cradle of our civilisation. The contribution that information and communications technology can make to their sustainable development will enable the historic cities of future generations to continue to play a dynamic role in our society, the Information Society, as they have in the past. Information and Communications Technology should help citizens of today to satisfy their needs without compromising the ability of future generations to identify and satisfy theirs, at a time when our social and economic forms of organisation are in the process of changing into a new scenario, in which information is the key element of the economy. In this new Information Society, Information and Communications Technology provides value added products that consume less resources and have less impact on the environment. The contribution that telematic applications can make toward optimising solutions and to an environmentally friendly management of transport and energy is fundamental. Telematic solutions include forecasting and monitoring systems for water quality; emergency management systems for industrial risks, fires and floods; traffic control and transport management systems; energy management systems; community, tourist, travel and dissemination information systems. But telematics can make a more extensive and specific contribution in historic cities, generating a broad range of human and economic activity in historic city centres. That is why emphasis should be placed on an approach that provides systems and services for citizens, rather than an infrastructure and civil engineering approach. In recent decades, the telecommunications industry has significantly reduced information access costs. At the same time, the computer has evolved from being an autistic machine, into just another cog in a very much more extensive system that is far closer to the individual; a system that, like the individual, is multi-media, mobile and relational. International package switch traffic will exceed circuit switch network traffic this year. Most users are looking for the benefits associated with a technology rather than the specific technology itself; i.e. the services the technology provides and the advantages the user expects to obtain from them. Quality of life and competitivity are associated with services, not just with infrastructures, as the necessity of infrastructure is merely a function of services.

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Ciudades Históricas

Energy – Transport – Telematics

Historic Cities

The benefits of advanced telematic services include: improved quality of life for private users, the creation of a competitive platform for professionals and companies and enhanced public sector efficiency, all of which are essential aspects in our historic city centres. Those of us who are in favour of maximum cohesion in tomorrow’s society, are extremely critical of solutions that depend on enormous investments in infrastructure, even if they are technically advanced and innovative, if they lead to a delay in the availability of new services. By optimising infrastructure investment, using the systems and services approach, it will be possible to assign more resources to promoting demand, something that is fundamental for the necessary feedback in planning processes, with users’ opinions and needs. There are several telematic options for projecting historic city centres toward the city of the future. The validity of each option depends on different factors, but the approach should be initially aimed at services and improving living standards, competitivity and the quality of public services, and these services will be the determining factor in infrastructure investment decisions. The globalisation of markets, the global nature of the Information Society and the elimination of some national barriers in Europe make co-operation between historic cities extremely important and necessary, to turn them into showcases of future solutions. Collaboration between these centres enables them to harness the joint efforts, resources and experiences of all, making actions aimed at their development more effective. We would be promoting the demand for services in our cities, creating a broad and solid user base and, thus, an attractive market for advanced service suppliers and operators. In other words, we would be integrating our historic cities and their inhabitants into the Information Society by allowing them to actively participate in their sustainable development.

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Energy – Transport – Telematics

Ciudades HistĂłricas

Historic Cities

EUROPEAN STRATEGY FOR ALTERNATIVE TRANSPORT IN HISTORICAL CITIES 3$7 %(// %( 0,(, 'LUHFWRU (175$& ,UHODQG

$EVWUDFW Most European cities are experiencing ever growing traffic conditions leading to increasing problems of congestion and emission levels with a consequent loss of quality of life. One of the most effective ways of tackling this problem is to take an integrated approach of introducing more environmentally friendly vehicles and simultaneously encouraging a modal shift from private transport to public transport. Hybrid electric public transport can contribute on both fronts providing an efficient and attractive alternative to the private car. The attractions of the technology have led a significant number of European manufacturers to develop and demonstrate a variety of hybrid electric vehicles in recent years. A considerable amount of this activity has been supported by the THERMIE programme of the Directorate-General for Energy of the European Communities (DG XVII). The whole area of hybrid bus technology is at the cutting edge of vehicle development and has the potential to make a very significant contribution to emission reduction in European historical cities. The paper will present an overview of the current state of development of hybrid buses in Europe and the role played by THERMIE.

ENTRAC is an engineering consultancy specialising in energy efficient and sustainable actions with particular emphasis on transport. ENTRAC is experienced in carrying out investigations and evaluations for national and local governments, large corporations and the European Commission to which it also gives technical support. ENTRAC: 85 Rail Park, Maynooth, Co. Kildare, Ireland

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Energy – Transport – Telematics

Ciudades Históricas

Historic Cities

ENVIRONMENTAL MANAGEMENT IN WORLD HERITAGE CITIES 0 '2/25(6 6,/9(675( &8(67$

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$EVWUDFW One of the basic conditions for UNESCO to declare a city a Mankind Heritage Site is an adequate management that, among other things, guarantees conservation and protection of historic materials: stone, wood, bronze, iron. The struggle against the destructive contamination of our heritage can only be effective with suitable environmental management. The full value of historic, cultural and natural assets can only be universally appreciated if these material testimonies of Mankind’s historic memory have a guaranteed future, so they can be enjoyed and understood by future generations. On the other hand, a Mankind Heritage City is also required to be a living, inhabited city with a human and social future, with sufficient economic activity, usually tourism. For all this to be feasible, environmental management is also required to make human activity possible and attractive. Thus, the most stringent techniques become the inseparable ally of Culture, Art, History and Nature. Because, apart from the right of current citizens to be able to live their lives without destructive pollution, future generations also have the right to receive what will also be their collective memory, in the best possible state of conservation.

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Ciudades Históricas

Historic Cities

ENERGY SUPPLY OPTIONS IN CITIES JOAQUIN COROMINAS (FRVHUYHLV

$EVWUDFW The energy consumed in cities is no longer supplied by a single specific source for each one. Up until now, vehicles have used petrol or diesel, heating has been electric or gas, but, in both cases, supply came from conventional energy companies. Currently, buses can get their fuel from organic urban waste, electricity can be generated on the facades or roofs of city buildings, city vehicles can use electricity, diesel, unleaded petrol or even a less polluting composition. The use of efficient equipment reduces consumption and, thus, reduces the load on the network and energy costs. The introduction of architectural energy techniques reduces energy needs and improves the quality of the habitat. The different energy options presently available enable us to choose the set of technologies that best matches the specific characteristics and needs of each city. Energy is no longer the exclusive preserve of supply companies. Energy is one of the local resources, it is a service and could become one of the problems of the city. Local energy resources and the different technological options mean that urban energy problems can be solved at the same time as global problems arising from inappropriate energy use. In islands, energy tariffs are often lower than cost. It is considered as one of the compensations to off-set the higher costs arising from insularity. Differentiated energy tariffs could also be applied in Mankind Heritage Cities; tariffs that took into consideration possible energy cost increases arising from heritage conservation.

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Energy – Transport – Telematics

Ciudades Históricas

Historic Cities

ENERGY USE IN HISTORIC CENTRES /8,6 2/,9(,5$ 52'5,*8(6 (YRUD 7RZQ &RXQFLO 3RUWXJDO

$EVWUDFW Environmental management concerns in a city like Evora, with an historic city centre, catalogued by UNESCO as a Mankind Heritage Site, in which vehicle traffic pressure has increased enormously in recent years, have lead to actions being developed that are aimed, on the one hand at achieving a more rational regulation of mobility (the SITE project addressed in the transport communication) and, on the other, at taking measures to reduce the pollution load of urban transport vehicles. In this first stage, "FPS" equipment, as it is known, was installed that allowed diesel fuel to be treated in order to enhance combustion and thus, reduce the amount of solid particles released into the atmosphere by 80% to 90%. These devices also reduce fuel consumption by about 10%. In the second stage, a bio-diesel demonstration project, funded by the Community Thermie Programme, was tested. The project was implemented in 3 public transport vehicles and 1 solid domestic waste vehicle. For a period of 6 months, all four vehicles used a fuel mixture made up of 70% diesel and 30% sun flower ether. The results have been so promising that Evora is presently leading a project for installing sun flower ether. To the same end, and also arising out of environmental concern, projects are being promoted in the field of developing the endogenous potential of alternative energies, to harness the potential of vine waste and use it to heat schools. Energy audits are currently being carried out systematically in all the larger municipal buildings with a view to identifying heating/air conditioning projects that allow a maximum use of alternative energies. In the field of public lighting in the area of the Historic City Centre, we are carrying out trials with the most advanced industrial products available, in order to achieve more efficient and rational lighting for the main streets of the old quarter. In the context of this project, we intend to place all overhead power and communications cables underground.

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Ciudades HistĂłricas

Historic Cities

LEICESTER: THE UK’S FIRST ENVIRONMENT CITY ENERGY EFFICIENCY STRATEGIES FOR HOMES '20,1, *811 &RPPXQLW\ 6HUYLFHV 0DQDJHU /HLFHVWHU &LW\ &RXQFLO (DVW 0LGODQGV 8. $EVWUDFW /HLFHVWHU has a multi cultural population of 280,000 citizens, we are situated in the centre of England and have been pursuing environmental protection and Sustainability issues with vigour. Leicester has been particularly pro-active in the areas of transport, energy and waste. The Âł9LVLRQ IRU /HLFHVWHU´ which incorporates the principles of Economic Prosperity, Environmental Quality, Social Justice and Cultural Diversity is a shared agenda with all sectors of the community. Leicester City Council has been implementing policies to improve the HQHUJ\ HIILFLHQF\ RI KRPHV since 1993. The home energy efficiency strategies have been developed, with assistance from the European Union in aprtnership with Barnagel in Barcelona, and are designed to reduce energy consumption, create a healthy living environment and to enable all households to have access to affordable warmth. Strategies have been developed to improve the energy efficiency of existing homes whilst promoting, and where possible prescribing, the highest standards for new build. Leicester’s pre 1919 housing stock, which predominates in the city centre, has presented particular challenges. Ninety percent of this housing is owner occupied and the challenge continues to be to persuade these homeowners that they should invest in domestic energy efficiency improvements. 3DUWQHUVKLSV have formed the foundation of Leicester domestic energy efficiency strategies. Negotiations have been carried out with a number of private sector partners including manufacturers, suppliers, installers and contractors. Discounts have been negotiated for the supply of energy efficient goods and services which have then been passed onto homeowners. The Co-operative Bank has offered discounted rates for loans for energy efficient goods and services. A discount card has been produced for every home in the city which enables people to go to suppliers and make purchases at a reduced cost. This range of activities has been marketed under the banner of /HLFHVWHUÂśV Âł(QHUJ\ 6HQVH´ FDPSDLJQ and is being promoted with the support of the local media. +HDOWK DQG 6RFLDO 6HUYLFHV providers have been involved in the debate surrounding strategies to enable all households to have access to affordable warmth and a healthy living environment. These strategies require the establishment of policies, and their implementation, which seek to achieve social equity and improve the health of communities whilst also ensuring that energy efficiency improvements are integral to improved access to warmth and

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Historic Cities

well ventilated homes. Studies are also emerging which demonstrate the contribution that domestic energy efficiency measures can make to improving (GXFDWLRQDO DFKLHYHPHQW. 'HUHJXODWLRQ RI HQHUJ\ VXSSO\ LQ WKH 8. has created a distraction in national, regional and local efforts to raise the profile for domestic energy efficiency. The fuel companies have concentrated their efforts into high profile publicity campaigns promoting reduced pricing with no reference to energy efficiency . This price driven market competition for domestic energy has made the “winning of hearts and minds” for reducing energy consumption even more difficult than it was prior to deregulation. Leicester City Council’s work to improve the energy efficiency of the housing stock has been underpinned by central government legislation in the form of the +RPH (QHUJ\ &RQVHUYDWLRQ $FW which requires all local authorities with responsibility for housing to submit a report describing the energy efficiency of the housing stock, outlining proposals to achieve a significant improvement and to report annually on progress. The guidance for the legislation suggest that a significant improvement would be a thirty percent improvement on 1996 energy consumption and noxious emissions by 2006. This legislation, known in the UK as +(&$, does not give local authorities any access to additional funding for the implementation of domestic energy efficiency improvements.

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FIGHTING TO PROTECT THE CLIMATE EVALUATING THE EXPERIENCE : 1(80$11 +HDG RI (QHUJ\ PDQDJHPHQW DJHQF\ : )5,('(/ (QHUJ\ SODQQLQJ VHFWLRQ (QHUJLHUHIHUDW 6WDGW )UDQNIXUW DP 0DLQ $EVWUDFW ,QWURGXFWLRQ As one of the founders of “Climate Allianceâ€?, a group of municipalities in Europe formed to protect the climate, Frankfurt am Main decided in 1991 to set a global objective of cutting CO2 by 50% by the year 2010. To organize the process of CO2 reduction and to develop an energy concept, the “Energiereferatâ€? was founded as a local energy agency in 1990. The „Energiereferat“ within the Environmental Department is responsible for all private customers (e.g. households, investors and industries), the Energy Section a part of the Building Department of the City of Frankfurt is dealing with energy saving measures in public buildings. To achieve the ambitious goal on CO2-reduction , four lines of action are being followed: • designing low-energy homes with a heat consumption of less than 270 MJ/m2 per year and laying down strict heat standards for the urban area • systematically developing combined heat and power (CHP) at big power stations and small or medium sized decentralized production units • saving electricity in housing, offices and industry • promoting solar power and photovoltaic energy through subsidies To promote this programme a working group on CHP and an “Energy tableâ€? discussing modernisation of heating boilers have been founded. Working out criteria for a “low energy officeâ€? is part of the process of “Local Agenda 21â€?. Since the programme was started, some interesting results have been achieved: • more than 1,500 new dwellings have been constructed as low energy houses, • CHP production in small and medium units has been increased from 100 kWel (1991) to 17,000 kWel (1998), • 160 solar heating systems have been installed, • the local utility pays 0,07 ECU/kWh for electricity fed into the grid from CHP and 0,65 ECU/kWh from photovoltaics, • CO2 emissions rose from 7.6 million tonnes in 1987 to 7.85 million tonnes in 1992, falling to 7.3 million tonnes in 1995 (not including traffic). The presentation gives an overview on some of the activities and achievements of the above mentioned institutions.

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Ciudades Históricas

Historic Cities

LIMITS OF INTERVENTION ON THE ISSUE OF ENERGY IN OLD BUILDINGS THAT FORM PART OF THE HERITAGE 0$5,2 0$78/,& $UFKLWHFW DQG ([SHUW ± 3DULV $EVWUDFW The purpose of this talk is to present three French analyses of studies and work to improve the performance of the heating in old buildings. Each case involves buildings classified as Historical Monuments (at least partially), which means, from the point of view of the regulations currently in force, preserving all of the original components of the building in their entirety (the precept being “a monument is a document”). 7KH FDVH RI WKH 3DULV /DZ &RXUWV The Court comprises a group of buildings whose origins go back to the former residence of the kings of France (la Conciergerie – the caretaker’s lodge), with extensions and additions that varied with the history of the city of Paris. Currently, this heterogeneous agglomerate, whose latest extensions were added in the 1960s, is nonetheless classified as an historic monument and the three biggest courts in France occupy its total surface of 170,000 sq.m. The Sainte Chapelle (Holy Chapel) and the famous “Quai des Orfèvres” – the offices of the Paris Criminal investigation department (a location made famous by the books on superintendent Megret) – now also form part of the whole. The conversion of this complex of more than 5,000 offices together with its related services, which house 10,000 people every day, serves as a unique model as regards the technique of working in an occupied area. Using this example, we shall look at the motives that determined the works carried out and the limits thereof. 7KH FDVH RI WKH 9HUVDLOOHV FRXUW RI DSSHDO The current Court of Appeal in Versailles is a building that was constructed at the time of Louis XIV - in 1670 by the famous architect MANSARD to be precise - and it was declared an historical monument. This complex, which was intended to house the army responsible for supervising the construction of the Roi Soleil’s castle (the Sun King), became the “Quartier de la Reine” (the Queen’s Quarters) which housed her special guard and her carriages. This harmonious building complex continued to serve as barracks for three centuries up until 1975 when it became necessary to transform it into the newly created court. Apart from adapting the rooms to a new use, the complex was conserved in its entirety with respect to its layout and external appearance. Improvements with respect to energy proved to be a far easier task to the extent that, despite strict regulations governing the respect of classified monuments (forms and materials), the interior was not preserved at the same level as in Paris and the new Court did not immediately occupy the entire premises. This case is interesting in that it demonstrates the limits to the improvements on this building with respect to its layout and to the strict respect of the preservation of its facades and roofing.

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Historic Cities

The case of the Antiquaires du Louvre building The ANTIQUAIRES DU LOUVRE (Louvre Antique Dealers) is a complex that dates from the 19th century. It is not classified as an historical monument as such, but as part of a building complex in the rue de Rivoli. It was initially built for speculative purposes and was partially transformed, in turn, into luxury apartments, hotels or offices, and subsequently become an annexe of the Ministry of Finance which had become cramped in the prestigious Louvre. When the Ministry of Finance moved into the new complex, our building was transformed into an office complex with shops specialized in the antiques trade covering its entire ground floor and first level basement. The heavy restoration work on this building demonstrates how it is possible to totally review the energy problem in a context where the layout and occupation of the premises so permit. CONCLUSION Whether or not a heritage comprises buildings classified as historical monuments, the authorities should adopt an identical attitude, particularly as regards urban complexes that are all too often neglected because they do not possess at least one monumental facade. These complexes, taken collectively or singly, are often in demand in order to be transformed or adapted to so-called modern “norms” or “needs”. Building works have too often altered the premises without fundamentally providing any substantial improvements or savings. It is always possible to improve the ambient conditions in old buildings, where temperatures are too low for our comfort and the degree of humidity is too high, but by controlling their limits from the beginning of the feasibility study.

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LIGHTING BUILDINGS AND HISTORIC MONUMENTS 9,&725 %$5%(52 ,%(5'52/$ ,QJHQLHUtD \ &RQVXOWRUtD ,%(5,1&2 5HVXPHQ The presentation focuses on the use of different types of lamps as light sources and lighting levels depending on the materials the building is made of and its use, maintaining natural tones and, in some cases, highlighting the monument’s architecture. It includes examples of solutions adopted to illustrate this.

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Historic Cities

COMBINED HEAT AND POWER UNIT LINKED WITH DISTRICT HEATING SYSTEM IN DUBLIN CITY -2+1 & 2¶&21125 BE MEngSc, Senior Engineer Dublin Corporation $EVWUDFW Combined Heat and Power, or CHP as it is more commonly referred to, is the simultaneous generation of electricity and useful heat in a single process. It utilises the heat produced in electricity generation rather than releasing it wastefully to the atmosphere. Applications that are generally suitable for CHP include hotels, hospitals, industrial processes and commercial buildings, where a continuous demand for heat and power exists. The main advantages of using CHP are: • • • •

Reduced emissions of CO2 and other green house gases Reduction in primary energy consumption Reduced energy costs Independent energy supply

Dublin Corporation is the municipality for the City of Dublin and its head quarters, the Civic Offices, are located in the centre of the medieval city. A CHP unit is located in the Civic Office which generates electricity for the Civic Offices and heat for the Offices, neighbouring Hotels, Apartments and other buildings. The project was undertaken by Dublin Corporation and Conservation Engineering Limited with support from the EU under their THERMIE programme and in collaboration with the building owners who use the heat. The support of the gas and electricity utility companies Bord Gais and the Electricity Supply Bord was also vital to its success. The CHP/District Heating System based at the Civic Offices has resulted in a 60% reduction in CO2 emissions and a 40% reduction in the use of fossil fuel. There has also been a reduction in energy costs. The reduction in CO2 emissions is equivalent to the amount used by approx. 120 hectares of rain forest. The use of CHP units is not new, however in typical applications in hospitals and hotels the CHP unit supplies 20% or less of the electrical demand of the building. The key feature of the CHP unit at the Civic Offices is that the electricity supplied is equivalent to the total amount used by the Civic buildings. This is made possible by having a balanced heating load, which is provided by way of the district heating system.

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Historic Cities

The CHP unit is fuelled by natural gas. The unit was supplied by Jenbacher Enginesysteme AG from Austria and has a 20 cylinder 4-stroke spark ignition gas engine. A heat exchanger recovers heat from the engine exhaust and cooling system to produce hot water. Flow and return district heating pipework supplies heat to various buildings by way of heat exchangers. Peak electrical demand is accommodated by importing electricity from the national grid. At off peak times electricity is supplied into the national grid from the CHP unit. It has an electrical output of 922 kW and a thermal output of 1132 kW. The total efficiency is 89.3%. The CHP and district heating system has been in operation since 1st January 1997. This was followed by another CHP/District Heating System coming into operation in Dublin City this year, with other similar systems due to be completed in Dublin over the next number of years. The system would not have been possible without the support of the EU through the Thermie programme. The benefits in environmental terms are substantial with significant reduction in CO2 emissions and the use of fossil fuel. In addition Dublin Corporation and other building owners have benefited by reduced energy costs.

Key Words:

Combined Heat and Power, CHP, district heating system, cogeneration.

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BUILDING DISTRIBUTED CONTROL SYSTEMS 3('52 -26e 6$1= +(51Ăˆ1'(=

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,QWURGXFWLRQ Classification of buildings. Present situation of a building Basis for developing Building Management Systems

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,QWHJUDWHG VXE V\VWHPV RI D EXLOGLQJ PDQDJHPHQW V\VWHP Energy saving Heating/cooling Lighting Lift control Gas detection Fire-fighting control systems Charging tolls Intrusion security CCTV surveillance Sign-posting and evacuation Access and presence control Rounds control.

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)HDWXUHV RI EXLOGLQJ PDQDJHPHQW V\VWHPV Development Planning and life cycles Integral information management Necessary investment Disadvantages Conclusions

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Ciudades Históricas

•

Electricity generators, UPS, etc.

8.2. - Gas detection system • Hydrocarbon detection • Action • CO detection. Car parks. • Action

Energy – Transport – Telematics

Historic Cities

Energía – Transporte - Telemática

Energy – Transport – Telematics

Ciudades Históricas

Historic Cities

PRACTICAL TOOLS TO SHAPE SUSTAINABLE CITIES $/)2162 6(9,//$

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$EVWUDFW Since the Stone Age, men of all latitudes have built their homes using the available skills and materials with the aim to solve the problems affecting their communities at their specific moment. Security, privacy, comfort or social recognition have driven the mechanisms to build what today is known as “our built environment”. However, at the verge of the 21st. century, energy-efficient concepts have emerged as those new elements which impose unavoidable constraints to what it is perceived as a legitimate desire of welfare and high-comfort standards. The following is a brief introduction to the tools existing at everybody's hands to shape the urban development into the sustainable frame: 8UEDQ 3ODQQLQJ ,QIUDVWUXFWXUHV A number of good practice rules may be considered, even though that urban planning is normally conceived at both national and local levels, thus having specific applicable actions. Among those ‘golden’ rules, we may list the following: • Facilitate the adoption of higher quality standards for new or retrofitted buildings by incentivating builders and/or users • Promote local building codes aiming at energy consumption reduction and environmental impact minimisation of urban areas • Remove any discriminatory regulation regarding implementation of renewable energies • Introduce energy and environmental improvement legislation into the urban master plan, when reviewing or updating it • Use functional zoning to increase quality of life by diminishing pollution related to urban transportation. For this purpose, it is very helpful to promote the separation of transportation modes, giving priority to car-free paths, i.e. pedestrian or bike paths, tram lines.. Two approaches are suitable to be considered regarding energy conservation, site planning and landscaping. %XLOGLQJV Buildings account for a 40% of the total energy consumed in cities. If properly designed and built, dwellings should by themselves temperate the external climate shifts and keep internal conditions close to the comfort levels. The main GHVLJQ WRSLFV concerned are: orientation, building materials, internal zoning, ventilation patterns and daylighting concepts.

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Energy – Transport – Telematics

Historic Cities

By a proper design process considering the topics above, an important reduction of energy consumption can be achieved, especially in terms of space heating and cooling. Whenever possible, especially in retrofitting of large urban areas, the re-use of demolition materials is recommended. :DVWH The municipal waste management call for a principle of integration, avoidance of waste production, disposal aiming to recycle materials and composting of organic material. The following guidelines should be applied: • Avoidance of the production of waste by adopting goals to reduce the types and the volumes of all cathegories of waste. • Maximum separate at source and recovery of materials by mechanical sorter at a later stage in the waste disposal area. This is clearly applicable at domestic level as domestic waste contains various constituents which should be collected separately, either because they are an obstacle for conventional treatment or because they can be reused. :DWHU To sustain an acceptable quality of life, a society must provide its people with about 30 cubic meters of water per person per year for direct domestic consumption. Water agencies may consider the following strategies: &RQVHUYDWLRQ. One of the least costly and most effective methods of meeting water demands is to make better use of existing supply through the application of modern water conservation and water saving devices at home. In the urban areas, conservation applies to control the leaks of water suply means, appropriate management of green areas especies and watering and home water reduction. 5HF\FOLQJ. Recycling is mostly thought to apply to industries where different water quality of water may be used for distinct purposes and thus, internal water recycle is possible. :DWHU UH XVH As per the case of municipal waste waters, they are candidates to another use cycle in different ways. If enough agricultural land is close to the urban settlement and appropriate cleaning is undertaken, waste water may be involved in either agricultural or landscape irrigation. Should a complete cleaning process is undertaken, then ground water recharge or miscellaneous activities as recreational lakes, industrial cooling, car washing or commercial laundries are possible alternatives. Industrial cooling water is a common demand that can sometimes be supplied by reclaimed water: the appeal of reclaimed water will depend on the relative quality of the potable and reclaimed water. 7UDQVSRUW Transport represents a 30% of the total energy comsumption in developed countries. It may be said that modern cities are dominated by the automobile; which is propelled by internal combustion engines, whith highly polluting emissions and low energy efficiency ( about 20% ). The following ordinances may mitigate the problem by restricting private car use, and are promulgated by more and more cities: • to implement car-free areas • to impulse efficient and coordinated public transport systems • to introduce low or zero emission vehicles in the bus fleets, use of trams • to accomodate some street capacity for only-bike use • to restrict parking spaces

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Energy – Transport – Telematics

Historic Cities

(QHUJ\ 7HFKQRORJLHV Besides the energy-saving measures written above regarding a lower consumption, both in buildings or transport applications, there are some other general possibilities: ,QFUHDVH WKH WUDQVIRUPDWLRQ HIILFLHQFLHV LQ WKH HQHUJ\ F\FOH: For that, the number of conversions must be reduced, as well as to minimize energy losses as possible. As good examples, the combined cycle power plants and the combined heat and power ones must be mentioned. In the building sector, cogeneration systems are applicable when a constant heat demad is guaranteed and may be implemented either in centralised plants with district heating/cooling networks or small-scale units serving mostly, tertiary buildings. 8WLOL]DWLRQ RI FOHDQHU HQHUJ\ VRXUFHV Within non renewable energy sources, the most inmediate step is to move from oil or coal to natural gas. The next step is the introduction of the so-called renewable energies, namely: photovoltaics, solar thermal ( already considered for buildings in the concept bio-climatic architecture ), wind, biomass or tidal. .H\ ZRUGV sustainable development, conscious urban planning, energy saving, water management, waste control, traffic.

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Historic Cities

GIS FOR PLANNING THE CULTURAL HERITAGE : A RESOURCE FOR THE MUNICIPALITIES 0$852 6$/9(0,1, /DERUDWRULR GL VLVWHPL LQIRUPDWLYL WHUULWRULDOL H DPELHQWDOL /$%6,7$ 'LSDUWLPHQWR GL &DUDWWHUL GHJOL (GLILFL H GHOO $PELHQWH 8QLYHUVLWj GL 5RPD /D 6DSLHQ]D $EVWUDFW

The use of GIS for public planning activities is among the most interesting and challenging opportunities ever offered to the GIS community. This is especially true for planning those cities and those environments which are characterised by cultural, historical, administrative and physical features which are unique and indeed rather complex. At the level of historical centres the large complexity of human settlements and the difficulty of their modelling is widely demonstrated . Such considerations are particularly true in European countries , since several historical, socio-demographic, economic, political and operational aspects have to be taken into consideration when planning by GIS techniques. The planning of historical centres is deeply changed after the Sixties according to the modifications occurred in the municipalities‘ policies and management, in the new trends of public participation and environmental interests and in the development of information and communication technology. From a physical and architectural conservative planning we suddenly moved to a planning of infrastructures, systems and objects. Nowadays more than in the past the historical centre of a city should be regarded as a component of a more complex habitat system which is the urban area, the metropolitan area or the region. To this component, the historical centre, it is not possible anymore to apply the design principles of the traditional architecture and physical city planning but a new approach should be used to guarantee the bundling of all functions inside its complex reality. It is a great challenge for the geographic information systems but they may perform that according with an intelligent definition and use of the data and geographic information and a positive approach to the problem solving driven by the real needs of the planning avoiding purely aesthetic approaches and bizarre ideas of city design which are often followed by the planners. http://www.uniroma1.it/DICEA/GIS_LAB.HTM

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Ciudades Históricas

Historic Cities

INTEGRAL MAINTENANCE SYSTEMS FOR HISTORIC BUILDINGS $1721,2 &257e6 ,=48,(5'2 -HIH GH 'LYLVLyQ GH 0DQWHQLPLHQWR 6,(06$

5HVXPHQ Many approaches to building maintenance have to be modified when the buildings in question are "historic". This is due to the fact that new factors come into play that a maintenance manager must take into consideration before starting work. Points that may interfere with the maintenance of an historic building can be summarised as follows: • Architectural Services • Preparation of Plans • Study of Materials • Training • Staff training • Analysis of structures • Inventory • Registers. Documents • Maintenance plan • Technical Assistance. Guarantees • Conservation study • Historic conservation of the landscape

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MAINTENANCE ENGINEERING AND MANAGEMENT OF HISTORIC HERITAGE: SOME THOUGHTS ON PUBLIC ADMINISTRATION TENDERING LAWS )5$1&,6&2 /8,6 *$5&,$ $+80$'$ ,%(5'52/$ HQJLQHHULQJ DQG FRQVXOWDQWV ,%(5,1&2

$EVWUDFW Within the concept of integrated heritage management, known as Facility Management, maintenance is fundamental for establishing model availability, which will have an impact on heritage image for customers (tourists, users, etc.) Maintenance Engineering has proved to be a powerful weapon for setting appropriate Historic Heritage maintenance policies, that optimise the cost model simultaneously with availability and security. As it contemplates heritage model management integrally, it also enables us to establish synergies with other services. This requires a tool that can clearly establish a starting point and diagnose the situation of the model. This tool is the Model Maintenance Management Audit. System efficiency must be analysed, using concepts such as Integral Operation Externalisation and Model Maintenance. This new situation involves considering these new points of view in Public Administration tendering.

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VIABILITY PROJECT FOR ELIMINATION ELECTRIC, TELEGRAFIC AND TELEPHONIC OVERHEAD CABLES AND AERIALS IN THE TOLEDO HISTORIC CITY CENTRE -8$1 ,*1$&,2 '( 0(6$ 58,= 3UHVLGHQWH GH OD &RPLVLyQ GH *HUHQFLD GH OD 5HDO )XQGDFLyQ GH 7ROHGR -(6Ò6 &$552%/(6 Director del Estudio Sobre el Impacto Ambiental y Arqueológico $EVWUDFW Promoted by the Real Fundacióin de Toledo and with the participation of public administrations, Iberdrola and Telefonica, this study, finalised in 1994, was a pioneer in its field in Spain. Its aim was to act as a pilot project in Toledo to be implemented in similar historic cities, once it had been tried out. Its objective goes far beyond simply eliminating elements that have a negative impact on the urban landscape, it includes an extensive study of future communications, placing Toledo on the cutting edge thanks to the possibilities it considers. The project analyses feasibility from the following points of view: technical, environmental and archaeological, legal, financing and investment.

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THE EFFECTS OF NEW BUILDINGS AND SERVICES ON DUBLIN’S SUBTERRANEAN AND BUILT HERITAGE '$,5( 2 5285.( &LW\ DUFKHRORJ\VW 'XEOLQ &RUSRUDWLRQ

$EVWUDFW Dublin is a city with a 1,000 year old history. The city was founded in the 9th century by Viking raiders and traders and over the past millenium has continued to develop and evolve. Dublin’s past lies meters beneath the ground and has remained largely intact until the latter part of this century when the economic boom that Dublin is undergoing has seen the need for massive development. This development is largely within the dilapidated inner core, which forms the centre of the medieval town. New building requring massive foundations and services has had a severe impact on the underlying archaeology but has also created opportunites for investigation. Our knowledge of the medieval city has increased 100 fold in the last twenty to thirty years. Due to the nature of development, the technology involved in developing foundation techniques to minimise impact on the archaeological layers has also developed, with minimal impact piling now the preferred mode of construction technique. Sustainable development as outlined in Agenda 21 has also had enormous effects on the subterranean archaeology. By conservation of the built heritage not only are these buildings being preserved but what lies beneath is also protected. The built heritage of Dublin is largely Georgian in date i.e. mid 18th century onwards. However, buildings from the late 16th and 17th century also survive, though often with numerous interventions over the years. Coupled with this are aspects of medieval towers and the medieval city wall, remains of the medieval and later street pattern which are also an integral part of the heritage of any town. This paper proposes to deal with the practical aspects of the effects new technology can have on the medieval town in its streetscape, built heritage and subterranean archaeological deposits.

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THE HISTORIC HEART OF DUBLIN %5('$ /$1( 3ODQQLQJ DQG 'HYHORSPHQW 'HSDUWPHQW 'XEOLQ &RUSRUDWLRQ

In November 1995 Dublin Corporation in partnership with the Dublin Civic Trust, made an application to the European Commission for financial assistance under Article 10 of ERDF Regulation in the field of Urban Pilot Projects for a project entitled “Maintaining the Historic Heart of Dublin”. The application was successful and the Partnership was granted 2 m ECU or 75% of total eligible expenditure, for carrying out the Project. The aim of the Project is to encourage the viability of Dublin as a truly sustainable city where the heritage of the city is respected and restored and the economic and social needs of the community are met in the framework of Agenda 21. One of the specific objectives of the Historic Heart of Dublin is the applied use of information technology for the maintenance and enhancement of the city’s unique building stock, for economic and cultural development. This paper will outline how this objective is to be achieved.

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ULTRALOW EMISSIONS TECHNOLOGIES FOR URBAN TRANSPORTATION & /20%$5', 5 5,12/), ( 92/3, )LDW 5HVHDUFK &HQWHU (QJLQHV 5 '

$EVWUDFW Mandatory EURO exhaust emissions limits , more severe EEV’S limits,to be subjected to fiscal incentives by Member States of European Community,emissions targets of Alternative Traffic in Towns project,SULEV and ZEV limits are illustrated and commented. The new techologies under development aimed at reducing pollutants in the exhaust are presented for gasoline engine and diesel engine. Natural gas Otto cycle engines appear to be the most promising and available technology to obtain a huge improvement very quickly of town’s air quality at reasonable costs in comparison with other propulsion systems including Hybrid and Fuel Cell. Basic technologies for CNG engines ,on -board fuel storage system,gas feeding system,aftertretment system with three way catalyst,are illustrated. Some examples of dedicated and bi-fuel engines for light and heavy duty application are considered. The potential of these first generation CNG vehicles to meet European emission limits of stages 2000 and 2005 is discussed. A second generation of CNG vehicles ,under development,will be able to achieve even lower emissions inproving at the same time the efficiency through the use of aftertretment systems specifically designed for methane and the development of engine control strategies for stoichiometric and lean-burn configuration.

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HYBRID VEHICLES IN HISTORIC CITIES THERMIE "BELT" PROJECT 0,*8(/ )5$,/( )5$1&,6&2 * %$/0$6 ,9(&2 ± 3(*$62

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The need for transport in the Western world, both for passengers and goods, is proportional to the level of development of each country, thus making transport a leading factor of energy consumption. In the European Union in particular, transport uses one third of all energy consumed and, within the transport sector, road transport accounts for 84%. On the down side, the use of automobiles has an environmental impact, due to both exhaust gas emissions and noise generated, which, basically, will be a function of the energy consumed. In general terms therefore, one third of pollution is caused by transport. Obviously, from the standpoint of the European Commission, pollution related problems represent one of their great challenges and objectives, which is why increasingly demanding pollution regulations are constantly being laid down for vehicles, with a view to making vehicles more and more environmentally friendly. Nowadays, with standards known as EURO2 in force, vehicles only cause one third of the pollution they generated just ten years ago, and the up-coming EURO3 and future standards will bring pollution levels down even further. However, these regulations are aimed at transport in general, they do not manage to accommodate the specific needs of major built up areas, because of the impact transport has on the quality of life of city dwellers and also because of the local impact pollution has on historic heritage. So, despite the fact that new vehicles, with conventional propulsion systems are complying with ever stricter pollution regulations, it is not enough to alleviate pollution levels in cities. It is in this facet that local authorities have a major role to play, either by implementing political measures (restricting private traffic, deterrent car-parks, public transport, etc.), with local special disposition measures or pollution regulations, or by taking technical measures, such as the use of minimum environmental impact vehicles. The "BELT" Thermie Project aims to demonstrate the feasibility of using purely electric vehicles (small size) or hybrid vehicles (medium size) for the whole range of public services in historic city centres. In this specific case, several demonstration trials are to be carried out with these vehicles acting as support vehicles for the bus fleets of the cities of Salamanca and Genoa. The project includes other innovative aspects like the use of rapid battery re-charge service points, with a view to increasing the range of these vehicles in electric, or Zero

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Emissions mode, and comparative assessment for both types of vehicle, comparing them with their diesel equivalents. The final objective of the project is to show that historic cities, like those mentioned above, with high levels of pollution and important historic and artistic heritages to protect, can improve their environments without reducing mobility by using this kind of vehicles.

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THERMIE PROJECTS IN THE HISTORIC SETTING OF SALAMANCA )5$1&,6&2 $/%$55$1 &RXQFLOORU UHVSRQVLEOH IRU 7UDQVSRUW 6DODPDQFD &LW\ &RXQFLO $EVWUDFW The problems of traffic congestion and noise become especially acute in metropolitan areas or zones. Along with the human problems they generate, due to reduced mobility and health problems, cities with a major historic heritage are becoming increasingly concerned by the fact that the prejudicial effect that pollution has on historic and cultural heritage of cities like Salamanca, considered as an Historic Heritage Site, must be added to the problems related to pollution and the mobility of the population. In the face of this divers and complex problem, the Salamanca City Council decided to promote a series of different actions and projects, from re-structuring and regulating traffic, turning the Historic City Centre into a pedestrian precinct, to implementing data transfer technologies and programmes and, especially the decision to introduce truly clean energy powered urban transport systems, for both mass passenger transport and other kinds of municipal transport. This clean transport also represents a step toward achieving a top quality and highly efficient mass passenger transport system, incorporating the very latest comfort, security and accessibility (integral ultra-low floor) developments and technologies. In order to achieve and guarantee these ambitious objectives, the Salamanca City Council, aware of the complexity of the projects, opted to include them in a prestigious and accredited European Union programme; THERMIE. The European Union’s recent approval of two THERMIE Projects: ENTIRE Project BELT Project Are confirmation for Salamanca of the validity and quality of these projects and the objectives set by the Council, along with several other Community countries. In the "ENTIRE" THERMIE project, actions in the city of Salamanca are focussed on implementing a fleet of five Natural Gas powered buses. Other companies that are collaborating and participating in the experience, along with the co-ordinating role of the City Council in the city of Salamanca itself, are "6DODPDQFD GH 7UDQVSRUWHV to use and manage this fleet, ,9(&2 3(*$62 , in charge of developing and manufacturing these state-of-the-art CNG buses, and *DV &DVWLOOD , as the supplier of the natural gas for the buses and to provide re-fuelling infrastructure. In the second THERMIE project, "BELT", there is a demonstration of the feasibility of electric and hybrid powered vehicles for certain public services in historic surroundings. Along with the Salamanca City Council, other companies are participating in the area of Salamanca, like "IVECO - PEGASO", in charge of developing and manufacturing the vehicles, and "Salamanca de Transportes", who use the vehicles as support for their bus

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fleet. The University of Salamanca is also going to take part in the two projects, along with the City Council, to carry out the necessary energy balance and performance studies involved in this kind of transport. Throughout 1999, these experiences will become reality, when these buses become part of the fleet serving the city of Salamanca. We believe they will represent a major benefit that will make a significant contribution to minimising the effects of pollution that do so much damage to both people and to the cultural and historic heritage that is a legacy we must protect. On the other hand, we think these experiences will act as a foundation and as support for other environments and cities in Spain that have similar problems and objectives to ours.

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LESSONS LEARNED FROM JUPITER HOW TO ACHIEVE ENERGY SAVINGS AND ENVIRONMENTAL IMPROVEMENTS THROUGH TRANSPORT MEASURES 1250$1 -$0(6 Associate Transport and Travel Research Ltd - UK $EVWUDFW %DVHOLQH In 1992 the European Commission, through the THERMIE energy-saving programme, launched a call for proposals for targeted projects which would integrate a range of measures and best available technologies for improving and promoting public transport in medium-sized cities. The largest of the three projects selected was the JUPITER Project, involving six cities, which implemented a variety of measures offering a range of sizes, structures and environmental conditions. %DFNJURXQG Transport is a major and increasing user of energy in modern society. Energy consumption in the transport sector doubled between 1960 and 1994. The transport sector now consumes about one third of all energy in Europe, and its share of total energy consumption continues to increase. By the year 2020 transport energy consumption is forecast to increase by a further 35% compared to its 1995 level, whereas the total energy consumed by all sectors will increase by 24%. It is against this background that the JUPITER initiative was launched to determine the positive impact that an innovative package of transport measures could have on energy consumption and the environment. -83,7(5 -RLQW 8UEDQ 3URMHFW LQ 7UDQVSRUW (QHUJ\ 5HGXFWLRQ

The partner cities in JUPITER were: • • • • • •

Aalborg (Denmark) Bilbao (Spain) Florence (Italy) Gent (Belgium) Liverpool (United Kingdom) and Patra

The common objective of the project was to analyse the specific experiences in each application area and draw conclusions which could be applied to other urban situations in Europe. An evaluation methodology was established which may be applied to a variety of measures across different urban locations. In addition, JUPITER aimed to disseminate the lessons learned across the European member states, in order to maximise the learning which can be gained from transferring the various experiences. The total investment in JUPITER was 62 million ecus, of which 21% was financed by the THERMIE Programme.

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0HDVXUHV The innovative feature of JUPITER (and the other TPPs) was the implementation of integrated packages of strategies and measures as large scale demonstration projects within each of the partner cities. Figure 1 demonstrates the range of measures applied: -83,7(5 FLW\ 0HDVXUHV

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Each project combined state-of-the-art technologies with transport policies that are highly innovative in the local context. Most of the demonstrations incorporated new vehicle or fuel technologies with transport management measures, but the major focus was on transport management strategies that encourage the use of environmentally friendly modes and discourage the use of private cars. 5HVXOWV

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Historic Cities

The JUPITER Project demonstrates that substantial reductions in energy consumption and vehicle emissions can be achieved by demonstration projects integrating advanced vehicle and clean fuel technologies with transport management measures. 6&23( 2) 7+,6 3$3(5 This paper reports in detail on the integrated transport initiatives applied within the JUPITER cities, and reports on the major results arising from the evaluation procedure. It draws the key conclusions, with particular reference to the aims of the Salamanca Conference.

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IMPACT OF TRANSPORT IN HISTORIC CITY CENTRES ECOLOGICAL TRANSPORT AND ENERGY CONSERVATION LINE SERVICE BY HYBRID AND ELECTRIC VEHICLES, COMPARISON OF TECHNICAL RESULTS *,$1&$5/2 &5(3$/', 'LUHWWRUH *HQHUDOH ± $77(6,1$ 6 S D &LWWi GL 7UHQWR In the latest ten-year’s experience in public transport on route, particularly in city public transport, we came across more and more dramatic conditions of city pollution. This situation, besides affecting human health, as it is already known, causes the darkening of our most precious architectures because of the smog, thus requiring supplementary heavy costs to remove it. In order to find a remedy, on 12 February 1990 Atesina diverted almost all bus routes from the historical centre to its borders and replaced them by an electric minibuses service; this step enabled the Company to continue the important bus service within the area and assure the lack of any environmental impact. Atesina, after a nine years experience using completely clean energy vehicles, today is able to bring technical results to this Congress notice; these results come from our experiences confronted with all-electric propulsion and hybrid of the public transport vehicles. Our company is also able to point out the good technical results of the less environmental impact obtained using these vehicles in the historical centre of the town. The route served by electric minibuses follows a circle line, covering a distance of 3 km through the historical centre of Trento; with 13 stops and a commercial speed of 12,7 km/h, from 7.00 to 20.00 on weekdays. It foresees 46 daily runs calling every 16 minutes. What refers electric vehicles figures number a total amount of 26800 runs a year covering a distance of 80,500 km. YEARLY RUNS THROUGHOUT THE “PROTECTED” AREA CARRIED OUT BY LARGE SIZED VEHICLES ARE 40,820 COVERING A DISTANCE OF 53,000 KM. A positive change in the commercial speed (about 8%) may be also evidenced by other routes which are not compelled to travel throughout the city. 1RZ , FRXOG VKRUWO\ H[SODLQ VRPH 7HFKQLFDO GHWDLOV Atesina has been using three electric since February 1990. At present date they have covered a total distance of 450,000 km and required 470,000 kilowatt/h. Vehicles are equipped with an electric engine at continuous current with a peak power of 43 kw ( 22 Kw in case of non-stop service). The minibuses can carry 20 passengers ( 9 seated , 11 standees and the driver).

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The weight (tare) of the vehicle on route is 4.200 kg, of which 1.370 kg are given by stacks of lead traction accumulators having a nominal capacity of 195 Ah, supplied by a tension of 192 volts. They are placed in particular sites at the sides and on the back of the vehicle. A maximum speed of 55 km/h with 60 km autonomy along the city route. The maximum speeding up is of 1,5 m/s2; from zero to 30 km/h within 11 seconds. Electricity consumption: 1,05 Kwh/km: All vehicles are equipped with an electronic system which enables the kinetic energy regeneration whenever the accelerator is released and the brake is used. What refers accumulators, they can be considered as prettily reliable. At the plant they are recharged by a 15% nominal energy through a series of traditional feeding-rectifiers. The recharge takes about 7-8 hours. In order to increase the battery life partial recharge at terminals (biberonage) is not carried out any more. This enables an average battery life of 3-4 years. (FRORJLFDO DGYDQWDJHV What refers above data, on the basis of standard consumption of the vehicles from 10 to 12 m which were diverted from the historical centre, we can calculate the yearly reduction in polluting emission within the “ protected “ area. In case we had used steady state thermal vehicles at Euro 0, Euro 1 and , we would necessarily calculate an average emission according to different engines. If we consider the emissions of electric vehicles as insignificant, we would get the following figures: 3527(&7(' $5($ 6,78$7,21 %()25( 7+ )(%58$5<

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3DVVHQJHUVÂś IUHTXHQF\ DQG UHDFWLRQV The ecological route has been very well accepted since 1990 and has been taken by a variety of passengers even by tourists. It numbers about 15 passengers per run, about 465,000 passengers/year, being 65% of the seats taken as an average: so far about 3,5 million passengers have been carried on the route served by vehicles with no emissions. The frequency shows an increasingly steady use of the route compared to the other routes and the necessity of reinforcing the transport offer at peak times. 75(172 72:1 %86 6(59,&( 86(56 &20326,7,21

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The present transport system carried out by electric minibuses has definitely consolidated its positions and after having solved all reliability problems it seems to be the ideal means of transport throughout historical centres and as a shuttle “skibus pendulum� in Ski resorts. Two very important deficiencies which have not been solved yet reduce its employ: its limited autonomy given by the accumulators which are employed at present and its heavy running costs. Another substantial point which affects these costs concerns labour to replace dead batteries, which is carried out three times a day for every bus: relevant dead times and distances covered to reach the recharge- replacing station are also to be considered. In order to solve the problem a new proposal concerning the employment of hybrid vehicles has been focused. +\EULG YHKLFOH is called an electric minibus equipped with a reduced load of batteries (about a half) and with a steady working generator on board without power transients according to the average energy requirement of the vehicle on the route. Its thermal engine causes some pollution but the level of the emissions is very low since it works on a steady basis and consequently according to optimal parameters without requiring any arrangement. Furthermore since routes in big cities are characterised by reduced commercial speeds caused by frequent queues, thermal vehicles require energy on end, thus polluting the environment, while a hybrid vehicle may switch off the generator and go on electrically.

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The Atesina vehicle is a 6HULHV +\EULG equipped with an electric traction engine fed by both energy supplies available on board (generator and battery) The batteries have an energy storage role since they integrate the energy supplied by the primary source (thermal engine set at average using power) whenever the latter is not adequate to answer to loading request. Accumulators store energy exceeds when the required power is less and when the electric engine runs as a current generator (released accelerator and at braking) What refers energy, though hybrid system is not in the van, its advantages are however interesting: • reduction of emissions as a result of the thermal engine without transients • no emissions when the generator is switched off • high autonomy • comfortable travel for passengers 2SHUDWLQJ FRVWV RI K\EULG YHKLFOHV With reference to the same route served by electric minibuses, only 2 vehicles will be needed in order to carry out the service, since hybrids do not require dead times to reach the spot where batteries are replaced. As a result the yearly total distance of Km. 80,000 may be covered by 2 units with a consequent profit on fixed costs. What refers WKH IXWXUH RI WKH K\EULGV we foresee successful results since they are also produced by car companies for private transports. According to the urgent needs of passengers aiming to reduce or to cancel architectonic barriers we involved main vehicle builders in the short- time realisation of hybrids offering highly depressed flat cars, equipped with a retractable blade. This will enable handicapped people on a carriage, mothers with prams, aged people or with motor problems to get onto the vehicles throughout the nicest streets in the city. We supplied the building companies we involved in the planning of a highly depressed flat hybrid with a whole variety of technical data and requirements in order to get a vehicle in the van of progress, which are here below described on a prototype basis. Length: 7.2 m, width 2.2m, height of the car mm 350 which can be furtherly lowered to 300 mm thanks to a mass-produced kneeling device. Performances are to be improved in order to reach lower chemical energy consumption and an autonomy in the electric version of about 20 km. The emissions of the thermal engine will comply with EURO 2 rules. In order to offer the passengers a better comfort and a high standard of safety, the vehicle will be equipped with an air-conditioning system and with ABS. The thermal engine may obviously not been found on the market but it has to be especially produced or adjusted to the needs of a mass produced hybrid. Capacity: 10 seated passengers plus 30 standees or as an alternative 14 seated + 23 standees Required performances: Maximum speed: 62 km/h Maximum slope at start: 16% Max. steering diameter: 15m &RQFOXVLRQV

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As a result of its natural policy, with the support of the Municipality of Trento and of the Autonomous Province, Atesina Co. is going to carry out with the study and the survey of vehicles fed by propellers at clean energy, running along the public transport routes. What refers the city historical centre in particular, they are actually extending “dedicated “routes which are connected to other transport systems, and run by vehicles with no emissions in order to allow everybody, even handicapped people or with motor problems better transfers and a higher life standard. The public authorities which are involved in the territory planning are also working to reach this target: ZTL, suburban parking areas at interchange points and central parking areas at sensible hourly rates in order to address people toward public transports. In the mean time public transports will be developed and routes throughout the city centre will be served by vehicles offering transfers without any polluting effects. Since the economical involvement is very high, local administrations are going to plan necessary resources to meet with the required engagements. As far as life quality and general economical recovery are concerned, the induced effects will be obviously evident in a short term. We believe as very useful for us to compare all similar experiences carried out in different cities in order to support research towards the achievement of a “ technologically ideal solution “ and in order to influence decision and political choices concerning city public transport thus reaching a cultural standard aiming to progress, to the use of public transports and to the environmental respect. (FRORJLFDO DGYDQWDJHV What refers above data, on the basis of standard consumption of the vehicles from 10 to 12 m which were diverted from the historical centre, we can calculate the yearly reduction in polluting emission within the “ protected “ area. In case we had used steady state thermal vehicles at Euro 0, Euro 1 and , we would necessarily calculate an average emission according to different engines. If we consider the emissions of electric vehicles as insignificant, we would get the following figures:

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Historic Cities

WARSAW HISTORICAL CENTRE TRANSPORTATION POLICY PROBLEMS 0,(&=<6/$: 5(.6,6 'HSXW\ 'LUHFWRU 'HSDUWPHQW RI /DQG 'HYHORSPHQW :DUVDZ &LW\ +DOO

$EVWUDFW :DUVDZ 3RODQG¶V &DSLWDO %ULHI +LVWRU\ • Warsaw is not the oldest of Polish towns. The city was founded nearby the existing duke’s castle in 1300 and was promoted to the capital of the duchy of Mazowsze - a very important Kingdom province - at the end of the 15th century. • The city was named capital in 1596 by Zygmunt III Waza. • In XVIII th century during the reign of King Stanis³aw August Poniatowski became Warsaw the Capital city in full meaning of this word. Warsaw became the political, economical and cultural centre of the country. • Political fall of the Republic in XIX th Century deprived Warsaw of its capital function. • In 1918 Warsaw became again as the capital city of newly reborn country. • In 1925 Warsaw reaches a population of 1 million inhabitants. • In the result of World War II city has been almost totally destroyed. • In 1955 population of Warsaw again reaches 1 million inhabitants. • Eight years later the reconstruction of the Old Town was completed. • In 1980 the Old Town has been included by UNESCO on the list of world heritage. • In 1984 Warsaw Royal Castle was opened after reconstruction works. • Since 1989 rapid development of Warsaw offered enormous new opportunities for business, national and local government and inhabitants. %ULHI 3LFWXUH RI WKH &LW\ • In Warsaw there are 1,630 thousand inhabitants and in spite of being the largest town in Poland it is one of the smaller European Capital cities (in respect of the population size Warsaw is near to Vienna and Prague, but it concentrates much smaller part of the country population than these: about 6.5% of the total population). • It covers an area of 494 sq. km. and is situated on both banks of the flowing through Vistula river. • Capital City of Warsaw consists of 11 communes, enjoying a high degree of independence. The largest is the Commune of Warsaw Centre, both as far as the population is concerned and also the area. • The scope of activities of Warsaw Municipality includes problems of: ⇒ planning of development and management strategy, ⇒ public activities, particularly in respect of infrastructure, of an importance for the whole city.

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:DUVDZ 'HYHORSPHQW Warsaw has great favourable potentials for development based on the following factors: • the excellent geographical location on the European East-West route, • the function of a state capital, • attractiveness for developers, • the highest concentration in the country of people with high education • the largest academic centre in Poland - in 28 institution of higher (university) education about 72 thous. students are being educated (about 17% of all students in Poland), • the largest concentration in the country of scientific specialists, including 30% of all scientific research and educational staff. Apart from factors favourable to the development, there are also circumstances limiting the development, namely: • the decrease in the population size, • difficulties in efficient management of the City, • the budget of the City to low in view of the needs, • not regulated problems of the land ownership. 8UEDQ 7UDQVSRUWDWLRQ 3ODQQLQJ • The new Warsaw Master Plan had been approved by Warsaw City Council on 28 September 1992. • Warsaw City Council approved the Plan, however at the same time recommended preparation the 9HULILFDWLRQ RI WKH 7UDQVSRUWDWLRQ 6\VWHP. Very adverse trend in the development of Warsaw transportation system was the reason of this recommendation. The number of the cars grew very rapid nevertheless at the same time transportation infrastructure continued to decline and quality of the public mass transport dropped down. Travel in the city has become very difficult. Congestion in the streets has gone up, travel time has increased, and the parking problem has emerged in acute form. 7UDQVSRUWDWLRQ 3ROLF\ IRU &DSLWDO &LW\ RI :DUVDZ • The local government authorities of Warsaw have been standing in the face of a need to undertake comprehensive action against above mentioned factors. • Preparation of the Transportation Policy for Warsaw was a very important task of the Verification. • On 27 November 1995 the Warsaw City Council was passed by the approval resolution on transportation policy based on the strategy of sustainable development in transportation system. • The objective of this strategy is a guarantying of a subdivision between public and private transportation tasks making impossible the exceeding of the environmental capacity of the system by vehicular traffic in any given part of the city. The basic element of this strategy is the priority of mass transit, especially in the central area and selected corridors. 7KH 0HDQV RI 3URWHFWLRQ RI WKH +LVWRULFDO +HULWDJH LQ 7UDQVSRUWDWLRQ 3ROLF\ • stimulation of the concentration of jobs and services in the centre and areas well serviced by public transport, especially those in direct proximity to railbased transportation (railway, metro, tramway); • stimulation of changes in function (residential, work, services, recreation) in order to limit the need to travel longer distances, and making possible the reaching of journey destination on foot or by bicycle.

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• taking into account the needs of pedestrian and bicycle traffic in urban planning, including the provision of convenient and safe access to public transport stations and stops. • assisting parking policy through the introduction and enforcement (in granting building permits) of parking standards, and setting a minimal (for Zones II and III) and acceptable (Zone I) number of parking spaces which must be provided by the investor on his site. • the reserving of parking areas for a “Park and Ride” in spatial development plans. ([DPSOHV RI :DUVDZ 0XQLFLSDOLW\ LQLWLDWLYHV • renovation of a historical Nowy Swiat Street ⇒ public space extension and individual traffic reduction • planning proposals for Park&Ride System ⇒ reduction of individual traffic through the central (historical) area of the city

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TRANSPORT FOR AND IN HISTORIC CENTRES 0$5,$ ,f(6 025$,6 (925$ 081,&,3$/ &281&,/ 32578*$/ $EVWUDFW Evora is the main city of the Alentejo Region. Most of the central government’s decentralised offices for the Alentejo Region are located here in the city centre: regional hospital services, the largest university south of Lisbon, the regional offices of the main banks and insurance companies, along with a whole range of public and private services and it is also an important commercial centre. On a national scale, Evora can be classed as a medium sized city, with an estimated population of 48,000 inhabitants, of which, 8,000 live in the old town centre. The UNESCO declared the area within the walls a Mankind Heritage Site in 1986, because of the valuable cultural heritage currently contained in this area. The Historic City Centre conserves a medieval town layout of narrow streets; 75% of which are less than 5 metres wide and 46% are less than 3.5 metres. Presently, there is an Urban Mass Transit system, created about thirty years ago. Initially, this was run by the local authorities and then a private company was granted the concession in 1973. The company was nationalised in 1975 and then re-privatised in 1994. The PMD (General Urban Plan), passed between 1977 and 1979, set out a range of strategic objectives, laying the foundations for the traffic and transport plan which was first implemented in 1981, based on the following basic vectors. • Organise traffic around the Historic Centre in a system of one-way streets that prevents traffic from crossing the Centre. • Create pedestrian zones in the central part of the Historic Centre. • Reformulate the passenger transport network. • Create long-stay deterrent car-parks outside the city walls. • Improve traffic conditions on the outskirts, turning the area into a distribution hub for the different access points to the Historic Centre. At this time, the quality of the service provided by the Urban Mass Transit System was gradually deteriorating as supply had remained constant in terms of both the number of vehicles in service and timetables. In the meantime, both population and the number of people with cars had grown (around 200%), aggravating traffic conditions and the parking problem in the Historic Centre and around the walls. But, neither was it possible to apply the PCT favoured policy in its entirety, especially with regard to building two car-parks. It was in this context that the SITE project emerged (Integrated Transport and Parking System from its initials in Portuguese) which would form part of the ENTRANCE Network created in the Thermie programme. The main objectives of the project are the following: • Reduce automobile traffic in the old town centre. • Re-organise traffic and parking • Increase and improve public transport. • Improve environmental conditions and pursue a more rational use of energy.

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SITE is based on three main actions: • Application of general parking fees within the walls (except for residents) and the creation of enough free parking spaces on the outskirts of the walls. • Improve the public transport network. • Centralised management of the system in a single autonomous company, that is both a transport operator and a company that takes care of all parking metre equipment. Before the SITE project was implemented, the road network around the Historic Centre was modified, which involved building more appropriate by-passes and substituting traffic lights with mini roundabouts on the road around the walls. A programme contract was also drawn up with the Directorate General of Land Transport (DGTT from its initials in Portuguese) to build a new bus station outside the walls to relieve current traffic congestion and, thus, improve transport service. This bus station is nearing completion and is expected to come into operation next year. The following actions have been taken within the framework of the project itself.: • Car traffic has been reorganised in the Historic Centre by creating a one-way system and a classification system for different roads that identifies main roads, resident-only zones, pedestrian zones and bus lanes. • Free car parks have been built on the periphery, in the proximity of the walls, increasing supply by 25%. • 62 collective parking metres have been installed in the Historic Centre, for a total of 1333 parking places. 1280 of these parking spaces have been reserved for residents only. The parking metres are connected by telephone line to a central computer unit that enables any equipment operating anomaly or any slight fall (according to statistics) in the amount collected per hour, to be detected in real time • 6 comfortable minibuses have been bought, 4 of which are already in operation on three new routes. These new routes are part of negotiating process with the transport operator who, in the initial stage, aims to improve urban transport and to adapt the network to SITE needs. In the second stage, a municipal company will be created to manage the whole integrated system. • FPS equipment has been installed in the engines of two minibuses as a pilot project. This equipment means 30% sun-flower oil bio-diesel can be used as fuel, reducing carbon dioxide emissions slightly.

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THE CNG BUS EXPERIENCE IN RAVENNA 0$66,02 7$*/,$77, &RQVRU]LR $70 5DYHQQD

,WDO\

It is commonly estimated that the heavy diesels in a town are contributing to the total pollution by some 5-7%, and in the town centres the subjective effects of buses and trucks is for sure noticeable. It is therefore responsibility of public authorities to act as “prime movers” concerning the environmental issue, and in fact in several European countries (Italy, France, Holland) some regulations have been issued, stating that increasing percentages of public fleet vehicles (such as buses, garbage trucks, etc.) have to be “environmentally friendly”. The city of Ravenna has been involved with these problems since the late eighties, starting very early the experimental running of natural gas fueled buses for urban transportation, acting as a leader in Italy. The ATM (Municipal Transport Company of Ravenna) fleet is today of 31 Compressed Natural Gas buses (30% of the total fleet), totalling over 1.000.000 km per year. Ravenna is situated in an Italian region having a very good tradition of use of CNG for road traction, with some two hundred thousands of converted cars. The CNG was chosen therefore as a prime alternate fuel due to its intrinsic features of availability, reasonable cost, added to the well known features of environmental value and safety. The ATM successful experiences of ten years of operation and several millions of kilometres run is presented in this paper, both from a technical and an economical point of view. The emissions of the vehicles turned out to be very good, in line with the expectations. The running of CNG buses, due to the price of fuel, allows substantial savings in comparison with the diesel buses. The CNG technology has finished its experimental phase, and is entering the day-to-day operation. Also the favourable opinion of the passengers and in general of the population is reported. It can be concluded that the CNG technology is a viable one, that matches good performance with considerable savings in operating costs, with a significant reduction in the environment impact. At the end Ravenna will have 95% of urban transportation operated by CNG, giving its contribution toward a “sustainable development”.

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ALTERNATIVE ENERGIES FOR COLLECTIVE SURFACE URBAN TRANSPORT. MADRID’S EXPERIENCES WITH BIODIESEL AND CNG $57852 0 0$57,1(= *,1(67$/

0DGULG 0XQLFLSDO 7UDQVSRUW &RPSDQ\ +HDG RI (QYLURQPHQWDO 0DQDJHPHQW DQG &R RUGLQDWRU RI $OWHUQDWLYH (QHUJ\ 3URMHFWV

$EVWUDFW The deep sensitivity of citizens for their environment implies that, under the concept of quality, environmental aspects should be included as one of the significant variables in decision making, with respect to the services provided by collective surface urban transport companies. In this context, quality, as a leading factor of sustainable mobility, addresses direct customers, potential customers and the whole population in general, as living in a clean ecosystem is a positive asset in itself, that affects the inhabitants of a city and the surrounding area, whether they use the public transport system or not. The City Council and the E.M.T. (Municipal Transport Company), as a municipal company, aware of the importance of the ecological factor for Madrid, has supplied transport for several years now that, regardless of the direct quality offered to the customer: single-decker buses, automatic ticket vending machines, air conditioning, integral pneumatic suspension, etc; has introduced a series of significant improvements from an environmental perspective: a fleet of EURO 1 and EURO 2 buses, equipped with environmentally friendly air conditioning and experiences with alternative fuels. In this respect, by the end of 1998, we will have a fleet of fifty CNG powered vehicles, presently thirty two, in operation. Combustion is achieved by using stoichiometric mix technology and an 1,800 m3/h natural gas compression centre, making it one of Europe’s leading CNG projects. We are also currently carrying out an experiment with two buses that use "Biodiesel" as fuel (a 30 - 70 mixture of sun flower methyl ester and conventional diesel fuel) Concerning electric energy, we are currently in conversation with several vehicle and component manufacturers, with a view to designing a hybrid powered vehicle about 9 - 10 m long that can respond to the problems of mobility and the environment associated with the historic centre and the protected areas of the city.

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ALTERNATIVE TRANSPORT POLICY IN THE CITY OF GENOA *,25*,2 *$5%$5,1, +HDG RI 6WXG\ DQG 6\VWHPV 'HSDUWPHQW $ 0 7 $=,(1'$ 02%,/,7$ ( 75$63257, ', *(129$ 5(3257 $EVWUDFW The structure of the territory conditions the development of the city, with a historical centre, which is only suitable for pedestrians, and with public and private transit on two channels along the longitudinal line running along the coast and on the hills of this urban, medieval and renaissance area which covers one of the largest urban territories. Environmental as well as traffic problems, and their consequent causes have been faced and are in phase of solution by means of : - the creation of priority axis and roads totally reserved for public transport in the city centre. - the introduction of electric road traction on such axis ( the hybrid bus since1996 and the trolleybus since 1997) - centralization and automation of the central traffic light system and in the inner outskirts - use of telematic information systems (VMS, multi medial kiosks) - completion in course of the underground line beneath the historical centre - marginalization with transfer to subway of traffic corresponding to the historical port, restructured and transformed into a cultural and touristic area. In future we foresee the extension of the trolleybus network, the hybrid bus fleet and the progressive transfer of traditional city buses to the outskirts and a greater utilization of telematic instruments for information regarding the use of public transport and public traffic.

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ZERO AND LOW EMISSION VEHICLES IN URBAN SOCIETY *867$) /$1'$+/ &RRUGLQDWRU =(86 3URMHFW (QYLURQPHQWDO DQG +HDOWK 3URWHFWLRQ $GPLQLVWUDWLRQ LQ 6WRFNKROP

The ZEUS program, a collaborative effort of eight northern and southern European cities, will procure and put into use more than 1000 zero and low emission vehicles. The program includes cars, vans, buses and trucks and a wide range of alternative fuels. Its objective is to demonstrate the role that municipalities of European cities and transport industry actors play in the future success of more environmentally sustainable transportation. The ZEUS partners are: Stockholm (coordinator), Helsinki, Palermo, Athens/Amaroussion, Bremen, London/Coventry, Copenhagen, and Luxembourg. This program focuses on UHPRYLQJ PDUNHW REVWDFOHV which currently hinder a mass market for zero and low emission vehicles. These include: the high cost of current vehicles, a lack of infrastructure for fuel and maintenance, insufficient development of vehicle technology, and a lack of sufficient market incentives. We expect to introduce more than 1000 vehicles through this project, but it could be substantially more once the first year experimentation has taken place The table below illustrates the spread of vehicle types and fuels . )XHO Hybrid Electric LPG, CNG, NGV Biogas Biofuels

%XVHV 9 10 68 6

7UXFNV 3 20 7

6PDOO WUXFNV

15

9DQV

&DUV

60

225 800 80 58

99 42

It is the central hypothesis of ZEUS that a significant public sector investment is needed in low and nil emission vehicles to stimulate infrastructure investment in alternative fuels and fuelling and charging structures. These in turn give the choice to bus, taxi and business fleet operators to opt for low energy fleets without needing to develop the primary infrastructure themselves. Infrastructure and various supportive measures will stimulate citizens to choose a low-energy transportation alternative. A technical monitoring and evaluation of the vehicles will be carried out by all partners according to the protocol set by MIRA, a UK partner. Monitoring will include technical aspects but also user acceptability, convenience etc. &XUUHQW 3URJUHVV The ZEUS project began in September 1996 and will run until the middle of 2000. The first important milestone has been a common European procurement process for electric

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vehicles, which succeeded in negotiating a purchase price for an electric van which was competitive with its conventional counterpart. Meanwhile, individual city projects are generating exciting results. In Palermo, a photovoltaic recharging station for electric vehicles has already generated enough clean, solar power to drive 100, 000 kilometres. In Stockholm, a full 300 alternatively fuelled vehicles have been purchased for the municipal fleet, replacing gasoline vehicles. Copenhagen has purchased 600 new free city bikes, Athens is purchasing natural gas buses, and Helsinki has converted 11 buses to LPG. Luxembourg is testing the use of pure RME for buses, and London is encouraging third parties to purchase alternatively fuelled vehicles . A brochure describing the ZEUS project is available, or see our website at KWWS ZZZ ]HXV HXURSH RUJ

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TOOLS FOR SUSTAINABLE MOBILITY THE CENTAUR PROJECT -2$48,0 &$%5(52 3URMHFW OHDGHU %DUFHORQD 7HFQRORJLD 6 $ $EVWUDFW $LP RI WKH SURMHFW To contribute to the rationalisation of the urban transport and reduce the energy consumption and the environmental impact (pollutant emissions, noise..) produced by the use of motorized transport means with an high rate of private vehicles out of the public transport. To do so, efforts are targetted upon a main hinge, which in its turn is an intermediate double objective: the introduction of environmentally friendly transport vehicles and the coherent implementation of measures to improve collective transport and consequencely stimulate a modal shift from private cars towards public and other collective transport. Within the Centaur project, the action strategy is planned in three different fields. First of all, introduce alternative fuelled vehicles which reduce the energy consumption and pollutant emissions. Secondly to implement innovative equipment and systems for the management of urban mobility (public and private transport). And finally, to achieve the integration of this new transport approach and the urban land use policies and the regional planning . 3URMHFW GHVFULSWLRQ Innovation is present in the Centaur project at all action levels. )LUVW, the demonstration of technology in the urban transport fleet is highlighted: • new technologies for improved operation, maintenance and energy/emissions management in Collective Transport (C.T. includes public and other collective transport modes) vehicles • vehicles with non-standard power supply: electric systems (bus and taxis), hybrids with batteries, CNG fuelled, biofuels,.. 6HFRQG, innovative technologies and systems are going to be used for implementing specific cases of new policies. They can be grouped as follows: • integrated systems for Park & Ride (P&R) or C.T. modal change areas management by using innovative payment means and with real-time information transmission to users and drivers about C.T. services and road congestion. • centralised tools for traffic and pollution monitoring • traffic lights macro-regulation and C.T. service priorisation systems • C. T. vehicle monitoring systems • equipment for C.T. service improvement, tariffing and ticketing systems, real-time information 7KLUG DW SODQQLQJ DQG LQIUDVWUXFWXUHV SURYLVLRQ OHYHO D QHZ DSSURDFK ZLOO EH VWXGLHG LQ ZKDW UHIHUV WR GHPRQVWUDWHG XUEDQ WUDQVSRUW PDQDJHPHQW SROLFLHV IRU WKH &HQWDXU FLWLHV Demonstration of this urban transport operation scheme during TWO YEARS will allow on the one hand, the determination of real benefits - in energy and environmental terms -

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derived from the use of these innovative systems and equipment and, on the other, the evaluation of their operativity and their interaction with citizens. In the first case, and through the use of a standardised methodology for all cities and aiming to obtain useful results for evaluating the impact of these systems and equipment in other applications, the following environmental impacts are going to be quantified: − vehicles energy consumption and comparison for application zones − vehicles pollutant emissions and comparison for application zones: CO2, CO, NOx, HC, SOx, PM − acoustic pollution − user and social acceptance of the innovative measures Obtaining such results requires in its turn the evaluation of impacts on urban traffic both for private and for public transport: affected roads congestion, circulation speed, increases in number of users. All these benefits are targeted on demonstrating that the Centaur scheme allows a more rational organisation of urban mobility. 6WDWXV CENTAUR Project started in November 1996, and is due to end in June 99. 6WDWH RI DGYDQFHPHQW Centaur measures are at different states of advancement but many of them are at the evaluation stage. 5HVXOWV The first results have been already produced. Most of the measures have already been implemented and many of them are being evaluated. 3XEOLVKHG OLWHUDWXUH $ EURFKXUH ZDV SXEOLVKHG LQ 0DUFK Many articles about the implementation of Centaur measures have been appearing in different press publications in several countries. Presentations and Conferences about Centaur project in specific congress or meetings have been carried out. 3RWHQWLDO XVHUV Cities involved in the project are demonstrating the measures that integrate the Centaur scheme and which are focused to achieve the rationalisation of urban transport using innovative technologies. The success of the implementation of those systems, vehicles and technologies, and the dissemination of their impacts and results (basically energy/environmental savings and modal shift achieved), will involve the interest of municipalities and P.T. operators, as well as private companies that foresee their commercial exploitation.

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FAST TRAINS IMPACT ASSESSMENT ON THE CITY OF FIRENZE: THE HISTOCITY METHOD APPLICATION RESULTS 0 $1721,(77$ (6326,72 +,672&,7< 8QLYHUVLWj GHJOL 6WXGL GL )LUHQ]H

$EVWUDFW

The presentation stresses the results of the study that have designed the current scenario as well as the future one after construction of the new high speed train new station in the center of the town. Data regarding all types of trasportation mode (public and private) as well as demographic and urbanistic data have been considered. The study, not already published, is based on data from various sources and particularly from a transport simulation software acquisition and integration by a GIS software. The final results have been reported and communicated using tematic layouts. Final considerations are shown to mark the mobility problems rising on the citizens side as well, the other hand, the preservation problems of the historic asset.

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(17,5( (UROPEAN 1ETWORK ON 7RANSPORT ,NNOVATION FOR THE 5ATIONAL USE OF (NERGY %$5%$5$ 0g+/(1',&. 3URMHFW FRRUGLQDWRU (QWLUH (XURSHDQ 2IILFH 6WDGW .|OQ

$EVWUDFW 7RZDUGV VXVWDLQDEOH XUEDQ WUDIILF 6DYLQJ HQHUJ\ DQG UHGXFLQJ HPLVVLRQV The EU project ENTIRE – funded by the THERMIE programme of DG XVII for Energy – demonstrates how commercial and public transport in urban areas can become more energyefficient while emissions are reduced. ENTIRE involves seven European partner cities and regions and a total of 12 applications and integrates the key technologies for a sustainable urban transport system. The exchange of know-how and technologies between the regions and cities thereby has the effect of a catalyst. 7KH SDUWLFLSDWLQJ FLWLHV DUH • Cologne (D), • Rotterdam (NL), • Caen (F), • Helsinki (SF), • South Hampshire (GB), • Venice (I) and • Salamanca (E). New vehicle technologies, alternative fuels, efficient transport management and a trafficoptimising urban planning will achieve energy savings and an improved environmental quality in European conurbation areas and at the same time assure the access to the city centre for commercial, private and tourist traffic. In addition to the energy savings and the reduction of emissions induced by the individual applications, ENTIRE creates synergy effects through integrated approaches and a comprehensive evaluation of all applications. 0RELOLW\ WUHQGV In modern society mobility plays a key role for the economic development of a city and region. Therefore the growth rates for public and private transport are high, in the developed countries they significantly exceed the growth of the Gross National Product. This trend implies that transport and traffic account for an increasing share of the total use of energy as well as the emissions produced. In Europe, today about 30% of the need for primary energies are due to this sector. In urban areas transport is responsible for the largest

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share of the air pollution. So the increase in urban mobility is going to threaten the quality of life, unless energy-efficient methods with reduced emissions are introduced soon. The market for innovative transport technology is growing over proportion. Europe is in this sector leading, ahead of Japan and the USA. The project therefore contributes to secure the competitiveness of the European industry. .H\ WHFKQRORJLHV IRU HQHUJ\ HIILFLHQW DQG HPLVVLRQ UHGXFHG XUEDQ WUDQVSRUW • • • •

Innovative vehicle technologies Alternative fuels Traffic and transport management Sustainable urban planning

,QQRYDWLYH YHKLFOH WHFKQRORJ\ Particularly environmentally-friendly – since emission free – urban transport is offered by electrical trams. However, the costs for infrastructure and maintenance are relatively high compared with bus and metro systems. In ENTIRE the City of Rotterdam is developing an energy-efficient and therefore reasonably priced (low-cost) tram. The concept is based on the use of light-weight composite material form the aircraft industry. The “Light-weight” uses less energy and the costs for the maintenance of the rail infrastructure are lower, the low platform construction offers a high comfort. The conception is based on the experiences gained in the development of the light-weight hybrid bus made in the preceding project ENTRANCE (Energy savings in transport through innovation in the Cities of Europe). The modular concept allows for a user-defined adaptation with regards to the transport capacity and therefore opens the possibility of reducing the costs per unit by production of greater numbers. $OWHUQDWLYH IXHOV First of all, sensitive urban areas are to take advantage of technological developments for alternative fuels so that the environmental effects of the burning of fossil fuels – in particular in densely populated areas – will be reduced. Also, the mobility in inner cities is secured on the long term – if access restrictions depending on the emission level were introduced. In the project ENTIRE, the busses in the historical centre of the City of Salamanca are driven by Compressed Natural Gas (CNG). In Cologne, UPS is converting four vans used in the inner city (P36 2,8t) to gas use. Furthermore, the Cities of Brühl and Hürth are testing the potential for the use of natural gas driven vehicles e.g. for the collection of biological waste. In comparison to the ordinary diesel vehicles, a significant reduction of emissions is achieved. The further spreading of natural gas vehicles is, however, hampered by the still very inconsistent network of gas filling stations in Europe. In addition to this, the vehicle industry offers a natural gas alternative only for some vehicle types so that a conversion of the automobiles is necessary. Another alternative is the use of electric vehicles in combination with an advanced charging and traffic information system on the isle of Lido in Venice which is much frequented by tourists. ,QQRYDWLYH WUDIILF DQG WUDQVSRUW PDQDJHPHQW The project ENTIRE optimises transport management in the participating cities with the following measures. • The City of Caen improves the traffic flow through a comprehensive reorganisation of the traffic, promoting the use of public transport and freeing the city centre from transit traffic.

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• • •

•

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The City of Helsinki is testing different priority systems for public transport on several bus lines. By means of a simulation model developed by the Helsinki University the impact on private transport is examined. Helsinki also examines seven different kinds of cycle lanes and a signal system for cyclists. The objective is a growing reliance on this environmentally friendly means of transport. South Hampshire conceives commuter plans for employees of large firms and organisations. An efficient use of public and private transport is thereby promoted. An important aspect is the integration of the employees. So the logistic of commuting is precisely understood and the motivation for a realisation can be improved. The city of Rotterdam is planning to introduce a fast ferry connection within the project ENTIRE, thus relieving the commuter traffic and the streets into the city centre. To guarantee the necessary flexibility in town, it is possible to take along bicycles.

6XVWDLQDEOH XUEDQ SODQQLQJ Decisions on traffic-relevant and urban planning measures become easier if the effects on the energy use and the environmental quality can be reliably assessed. This is to be achieved by the integrated energy and environmental information system which is being developed by the City of Cologne in the context of ENTIRE. Several information modules are linked bringing together (time and space) data from the sectors of geography, demography, environment, traffic, urban planning, as well as the energy use and emission data. First simulations regarding air quality on a micro-scale level have already been carried out. The project ENTIRE has been started in the first half of 1997. The implementation of the different applications has already been completed by the end of 1998. Until the end of 1999, the applications are going to be evaluated and the results will be published. The total costs of the project amount to 24,5 Mio ECU, the funding of the EUCommission is 3,25 Mio ECU. In the preceding project ENTRANCE 83,000 giga joule of energy, almost 4,000 tons of carbon dioxide and 150 tons of carbon monoxide were economised per year in the nine participating cities. The energy savings and emission reductions achieved in the sector of transport management were significantly higher than the ones achieved by new vehicle technologies.

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OPENING THE WAY TOWARDS SUSTAINABILITY: BARCELONA LOCAL AGENDA 21 -26(3 38,* , %2,; 3UHVLGHQW (QHUJLH &LWpV 5HJLGRU &LXWDW 6RVWHQLEOH GH %DUFHORQD 5HVXPHQ 7LPHWDEOH Manchester - 1994

Presentation of "Action programmes for an environmental policy in Barcelona"

Aalborg - May - 1994

I European Conference on Sustainable Cities: approval of the Aalborg Charter.

10th October - 1994

Creation of "Civic Energy Table"

18th March - 1995

Constitution of the "Sustainable Barcelona Civic Forum"

Municipal Elections May - 1995

Commitment by Iniciativa - Els Verds to draw up an Agenda 21

July - 1995

July - 1995 October - 1995

November - 1995 29th December - 1995 29th February - 1996

Municipal Government coalition between PSC, IC - EV and ERC Creation of the Sustainable City Department Definition of the "Municipal Action Plan 1996-1999" (PAM") The Plenary Council adopts the Aalborg Charter Creation of the Environmental Policy and Sustainability Commission. Final approval of PAM.

15th May - 1996

1st meeting of the "Environmental Policy and Sustainability Commission".

31st May - 1996

2nd meeting of the "Environmental Policy and Sustainability Commission".

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7th June - 1996

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Working seminar on the Local Agenda 21 (Barcelona Metropolitan Area).

16th September - 1996

3rd meeting of the "Environmental Policy and Sustainability Commission".

Lisbon - October - 1996

II European Conference of Sustainable Towns and Cities.

November - 1996 18th November - 1996

January - 1997 23rd January - 1997 29th May - 1997

Catalan version of the European Guide for Planning Local Agenda 21s (Department of the Sustainable City). 4th meeting of the "Environmental Policy and Sustainability Commission". Second edition of the European Guide for Planning Local Agenda 21s. 5th meeting of the "Environmental Policy and Sustainability Commission". Final approval of the "Municipal Council of the Environment and Sustainability" Regulations.

29th May - 1997

The Council in Plenary approves a "Government measure concerning the use of chloride products in municipal activities and establishments"

30th June - 1997

6th meeting of the "Environmental Policy and Sustainability Commission"; "Municipal Council of the Environment and Sustainability" creation report.

11th July - 1997

"Municipal Council of the Environment and Sustainability" regulations come into force.

16th July - 1997

Constitution of the "Xarxa de Ciutats i Pobles cap a la Sostenibilitat" for the province of Barcelona.

26th March - 1998 5th May - 1998 15th July - 1998 a la Sostenibilitat".

1st plenary meeting of the "Municipal Council of the Environment and Sustainability". 1st meeting of the "Standing Committee of the Municipal Council of the Environment and Sustainability". General Assembly of the "Xarxa de Ciutats i Pobles cap

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MUNICIPAL INITIATIVES THE CASE OF EVORA 1812 5,%(,52 /23(6 0XQLFLSDO &RXQFLO RI (YRUD 3RUWXJDO $EVWUDFW Ten years after being declared a Mankind Heritage Site, Evora finds itself, once again at a cross roads. On the one hand, the conservation of its past and its identity and, on the other, trying to find new solutions to meet the needs for growth and the demands of modern times. The city of Evora, its people and especially those most directly responsible for its municipal management, all of whom are pioneers in Portugal, in a process associated with the responsibility of its position, now have a body of know-how accumulated from their experience, from which new ideas and future prospects are emerging. Up until now, the city has concentrated on the necessary task of consolidating its present urban structure, on preserving its historic and architectural heritage. The urban area has spread out toward the surrounding plains and new neighbourhoods have been built in recent decades to house emigrants from the countryside. Faced with the task of responding to this growth, municipal management has focussed much of its effort and attention on a fair distribution of the means and investments necessary for development, with emphasis being necessarily placed on preserving the listed heritage structure. Zoning plans have been drawn up to consolidate two major objectives and lines of action: to create new expansion areas, involving equipping districts with infrastructure in accordance with a functional distribution of economic activities, and, at the same time, implementing the framework of access and modernisation of the transport system. The city now faces a different stage of growth with an enhanced awareness of the determining factors that have been identified over the years in a whole range of areas of its cultural, economic and social life. It also has a greater capacity for defining the parameters for municipal intervention. There is broad scope for intervention in management and there is a constant concern for growth related aspects from the perspective of heritage conservation. On the social and cultural plane, new life styles are confronted with old ones. Different generations co-exist and different feelings appear. The city is enriched by its complexity and calls for more and more new interventions to meet new demands. Evora today is faced with a choice between the new paradigms entwined in the typical development of modern urban life. It is, therefore, an urgent matter to reflect upon the legal context and open the space up to discuss new urban concerts and autonomous intervention capacities. The backing of civil society and an essential enhancement of financial means to support all this activity is also urgently needed. The declaration of Evora as a Mankind Heritage Site gave the city great pride and joy, but it has also brought growing responsibilities, rarely shared, that will become an increasing burden on the meagre resources that have been shown to be insufficient to cover government interests in the territory.

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Up until the present, and with very few exceptions, the only investments in conserving and enhancing the value of the Historic Centre of Evora, have come out of municipal coffers. The installation of cable T.V., restoration of buildings, improvement in traffic conditions; all are examples of exclusively municipal interventions, that could have had a more extensive effect if they had received central government support. Some of the immediate challenges facing the city are interventions in public spaces, restoring and classifying architectural heritage, defining new zoning rules for buildings, implementing measures aimed at rejuvenating the centre’s population. Recently, in association with the city centre’s Trade Association, PROCOM (European Commercial Town Planning Project) measures have been adopted, revitalising part of the city’s historic centre. At the same time, this programme gives traditional commerce a fundamental importance in revitalising urban life on a day-to-day basis. It implicitly recognises its role as an element that provides urban planning with a structure. Thus, conditions are being created for redefining an overall strategy for the city. A strategy that defines an integrated intervention, harnessing synergies and aimed at bringing interventions closer to the people. It is not enough to recognise the present image and preserve existing values. Cities are monuments to exactly the same extent that they provide ideal quality of life conditions for their inhabitants, as a basic objective. Evora, Mankind Heritage City, will only survive if its interior makes itself felt, if the heartbeat of its people can be felt and the breathing of its economic, social and cultural heritage can be heard.

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GOOD TOURIST INDUSTRY PRACTICES IN MANKIND HERITAGE CITIES ENERGY, TRANSPORT AND TELEMATICS 720È6 $=&È5$7( < %$1* &KDLUPDQ ,75 ,QVWLWXWH IRU 5HVSRQVLEOH 7RXULVP $EVWUDFW Historic cities, and particularly those that have been declared Mankind Heritage Sites by UNESCO, altogether constitute one of the leading holiday destinations on Earth. We know that the magnitude of the tourist industry has such a powerful influence on the future of sensitive destinations like historic city centres that it can lead to their irreversible deterioration, or it can become a powerful ally in their sustainable development. After the Rio ’92 conference, international organisations and the more aware sectors of the tourist industry started to address the possibility of a sustainable and responsible tourism with future generations in precisely those places and destinations that must be protected as our common heritage: natural spaces, biosphere reserves, mankind heritage sites. But seven years have passed since Rio and many different international agreements have appeared like the Lanzarote Sustainable Tourism Charter and the actions of the World Tourism Organisation. Now the time has come to put the theory into practise. That is why the Institute for Responsible Tourism (ITR), in agreement with international agencies like UNESCO, has launched several different initiatives, together with important holiday destinations and associations, aimed at turning the possibility of responsible tourism into a reality. The creation of a "Quality of life" label, based on a regulated system of environmental quality for the tourist industry has proved to be a powerful and practical instrument for promoting the sustainable development of tourism in sensitive destinations. Backed by experience in several destinations, ITR experts and advisors have been working for more than a year on what is going to be a responsible certification system designed especially for historic cities. To this end, energy, transport and telematic related subjects are treated with special intensity. It is a standard that establishes criteria for: -

Energy saving and rationalisation in hotel accommodation. Guide lines for the consumer on energy behaviour and a good practice guide in transport matters. - The use of telematics as an instrument for enhancing the value of historic centres and for promoting responsible attitudes. We are convinced that municipal and business policies aimed at building the city of the future in historic centres will have a greater and safer margin for success if the tourist industry participates in the process at an appropriate level.

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SOCIAL CHALLENGES IN THE FACE OF A REVITALISING OF HISTORIC TOWN CENTRES ELEMENTS FOR A GOOD PRACTICE GUIDE *(50È1 62/,1Ë6 0RVW 3URJUDPPH 6&6 81(6&2 $EVWUDFW Society’s representations, needs and ambitions, concerning their historic town centres, have developed rapidly in the XX century and the town planning philosophy of the III millennium generates challenges for us that will have to be met with creative imagination. One of these challenges derives form the revitalisation of historic city centres, when they are considered from the perspective of inserting them in the complex dynamism of the urban society they form part of. Successful intervention in historic town centres depends on how the basic contradiction between safe guarding the past, maintaining the social life that has generated them and their progress toward the future is resolved. This work briefly develops some of the essential aspects of social, economic, political and urbanistic facets that can make a positive contribution to the discussion for establishing a good practices guide for historic cities. These considerations emerge from the ethical principles defended by the Organisation represented by the author, and from the experience accumulated from UNESCO’s Human and Social Sciences Sector MOST (Management of Social Transformations) Programme. 1. The management of historic cities and of Mankind’s heritage involves a search for new technological solutions, but, without a solid political, economic and social structure, even the best solutions would fall on arid ground. In the ILUVW SDUW of the presentation, the author will discuss VRFLDOO\ VXVWDLQDEOH XUEDQ GHYHORSPHQW to develop the principle whereby, good management of urban centres involves dimensions of JRYHUQDELOLW\ and of UHIRUPXODWLQJ XUEDQ SROLFLHV based on a negotiated consensus of all the different players represented on the urban scene. With this basic premise, emphasis is placed on reinforcing town planning regulations to maintain and safeguard our heritage, driving economic and property market factors and preventing speculation linked abuses and social segregation within the space. 2. When the socially sustainable development approach is taken in the management of historic and urban centres, respect for the environment will, without doubt, generate new challenges in the fields of energy, transport and telematics. The VHFRQG SDUW of the speech focuses on the fact that these considerations are insufficient unless all possible energy, transport and telmatics users are taken into account. Here, there are four main socioeconomic factors:

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Historic Cities

D +LVWRULF XUEDQ FHQWUHV DUH SDUW RI D ZKROH whose production relations are determined by the urban structure of the metropolis they belong to and to the regional, economic and geographic network they are located in. E 7KH LQIUDVWUXFWXUH DYDLODEOH WR D QHWZRUN RI KLVWRULF FHQWUHV Public transport and road networks must serve historic centres, without congesting them, in their interrelations with the region. Average historic cities could be brought out of their isolation and, thus, recover their liaison role. F /LIH LQ KLVWRULF FHQWUHV LV JHQHUDWHG E\ VRFLDO SURFHVVHV The one is a result of the other and there is a constant process of readjustment and tension; to define the centre as a space with an exclusive function, generally subject to trends, would be to immobilise it with fatal risks. G )UHTXHQW FKDQJHV LQ ]RQLQJ DQG ODQG XVH PDNHV KLVWRULF FHQWUHV LQFUHDVLQJO\ IUDJLOH The challenge is to achieve cohabitation among different activities and groups in historic centres, in order to meet both functional specialisation and speculation, on the one hand, and its degradation and decadence on the other. 1.

The WKLUG SDUW of this work mentions the opportunities offered to town centres of an exceptional quality and to European cities rooted in living history, by being declared mankind cultural heritage sites. It is an excellent opportunity to "humanise" the public urban space par excellence; the historic town centre. It opens the door to the possibility of developing urbanity, citizenship and peaceful cohabitation in the historic centres. The following factors are dealt with in the final part:

•

Developing SURFHVVHV RI DSSURSULDWLQJ VSDFH comprehension, enhancing the value and reinforcing the symbolic charge of places that have been forged from the collective identity and memory of the site.

•

Enhancing the capacity of LQWHUYHQWLRQ RI DOO VRFLDO SDUWQHUV in an inter-sectorial policy to adapt urban centres to the needs and aspirations of all the different social groups.

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Giving LQKDELWDQWV the chance of being WKH VXEMHFW RI WKHLU RZQ KLVWRU\ This way, urban centres can maintain their air of places of reconciliation between the urban layout and the social fabric that generates them.

•

Promoting the role of historic centres as FDWDO\VWV for these processes.

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A RESEARCH NETWORK FOR THE EUROPEAN HISTORICAL CITIES SUSTAINABLE DEVELOPMENT 0 $QWRQLHWWD (6326,72 +,672&,7< 8QLYHUVLWj GHJOL 6WXGL GL )LUHQ]H

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This document presents the HISTOCITY network project activity (1998-2000) funded by the European Community in the Programme Training and Mobility of Researchers uroconferences. HISTOCITY is a researchers European network focused on the historical cities sustainable development based on Geographical Information and managed through GIS. The project aim is to link young researchers as well as senior scientists operating in the multi-disciplinary topics involved in the European historical cities sustainable development studies. HISTOCITY foresee 3 annual meetings as Euroconferences to discuss new methodologies of work related to the issue.

KEYWORDS: Sustainable development, Historical cities, GIS, HISTOCITY, Research network, TMR Euroconferences.

M. Antonietta Esposito is the Scientist in Charge of the HISTOCITY Project funded by the European Commission in the TMR Programme.

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A GLOBAL NETWORK: ECOHB %26&2 %h(/(5 $UFKLWHFW %DXELRORJLVW 6,% 6HFUHWDU\ *HQHUDO &(2

ECOHB is a Global + European Network of Organisations for EnvironmentallyConscious and Healthy Buildings. It was founded in 1992 and is now spread over forty countries. ECOHB has started in the journal "Baubiologie" with regular announcements and publications. Hence Baubiologie became the official organ of ECOHB. The main goal of ECOHB is to help to solve one of the world problems, namely the problem of housing and built einvironment particularly concerning the einvironmental impact generated by land use, use of materials and energy, the lack of housing in the Third World, and health aspects. 'HPRVWUDWLRQV 7KH LQWHUQDWLRQDO %DX%LR'DWD%DQN %%'% RI *,%% The BuildingBiologyDataBase - A coprehensive instrument for the bau-biological and bauecological judgement of international used building materials and products. The BauBioDataBank (BBDB) serves a kind of reference book and tool, in which architects, engineers, designer, manual worker, client, and so on usefull information to different building-areas find. Specially are the caracteristics in building-biological and building-ecological direction written down. This tool allow the architect and designer to calculate the pressure on the environment of his CONSTRUCTIONS and BUILDINGS according to SIA D 0123. Also are the U and R- Value and the element costs of structure calculable. The whole materialand life cycle can be followed until the chemical combination. The BBDB is developed in the languages German (D), English (E), French (F) and Italian (I) . The BauBioDataBank is split into different data bank-files, which are combined under each other and so allow a quick access. Each file has got different mask colours for the identification. The central file PRODUCT- and MATERIALDATA contains a table with the declaration of the contents which has a direct refer to the CHEMICAL-ELEMENTS and BUILDINGMATERIAL DATA . All products and descriptions are to follow back of the source in the DOKUMENTS. Pre-programmed search command and lists for example for the SIA - Declaration sheet 493, material-recommandation of the GIBB, solar panel-, photovoltaic-, and electromobil data, literaturelist, and so on, makes the use specially user-friendly. GIBB Genossenschaft Information Baubiologie, St. Gallerstrasse 28, CH-9230 Flawil, Switzerland Manager/CEO and Designer of the DataBase: Bosco Büeler (A demonstration on a beamer or pictures by a overhead projector are available)

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Ciudades Históricas

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7KH QHZ *RYHUQPHQW RI 6WDWLVWLF LQ 6ZLW]HUODQG $ ELJ DQG HFRORJLFDO EXLOGLQJ 700 Office places; Costs: 130 Mio SwissFrancs; 28’000 m2 floors 1200 m2 of solar collectors, saves 65% of the heat energy consumption; Raining Water system, Green roof as a garden, Electrofield shielded cable; Baubiological Materials; Natural ventilation and daylight using; Energy saving of 50% by the electric lights system; Front in recycled glas panels; Other ecological details All structural details have been calculated by ecological impacts with data from the BauBioDataBank. Owner and Site: Swiss Government of Statistic, Place de la gare 3a, CH-2002 Neuenburg/Neuchâtel Buildingbiological and Buildingecological consultant: Bosco Büeler

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RESÚMENES

VERSIÓN EN CASTELLANO

Historic Cities

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LA DIMENSION URBANA EN LAS POLÍTICAS EUROPEAS EL CASO DE LA ENERGÍA Y EL TRANSPORTE -26e 6,(55$ /Ï3(= 'LUHFWRU ± '* ;9,, &RPLVLyQ (XURSHD

'LVFXUVR ,QWURGXFWRULR El tema que nos trae aquí, a esta bellísima y, para mí, entrañable ciudad de Salamanca, a cuya tierra me unen tantos lazos personales, es el de abordar uno de los retos más singulares y complejos que plantea la construcción europea: cómo conservar e incluso enriquecer nuestra diversidad cultural, una de cuyas expresiones más palpables es nuestro riquísimo patrimonio urbano, de una manera compatible con las exigencias crecientes de prosperidad y calidad de vida de nuestros ciudadanos. La mayoría de los ciudadanos europeos vivimos en ciudades, aunque no exista un modelo único de villa europea, dada la diversidad de situaciones que se dan en ellas por razones históricas, culturales, económicas, demográficas o de sistemas jurídicos, institucionales y políticos. Sin embargo, la aparente paradoja que va unida al progreso humano – la de ser a un tiempo creador y destructor – adquiere unas connotaciones especiales de riesgo, de trascendencia, en ciudades que son patrimonio histórico y cultural; en las que las ambiciones de futuro se ven únicamente condicionadas por el respeto y ennoblecimiento del pasado, aunque ello haya a menudo que hacerse a costa de pagar un elevado precio. Si las dificultades que normalmente nos ocupan son las de la congestión y las de la agresión al medio, provocadas por el uso de la energía y del transporte, principalmente, capítulo aparte merecería el problema contrario: causado por el abandono de cascos antiguos faltos de las comodidades que las nuevas construcciones, menos costosas, ofrecen. Los que elegimos como pueblo de adopción uno, a 30 kilómetros de aquí, Ledesma, bellísimo, como tantos de Castilla y León, sabemos bien del esfuerzo permanente de todos, y de la solidaridad necesaria, para mantener vivos los viejos casos históricos de nuestros pueblos. En definitiva: el gran desafío que tenemos aquí y ahora es conservar, mejorar y proyectar hacia el futuro este magnifico patrimonio cultural que no solo es una seña de identidad local sino europea. Existen múltiples razones por las cuales la Unión Europea debería prestar especial atención a estos temas. La primera es que es en el entorno urbano donde se concentran y agudizan los problemas inherentes a las evoluciones económicas, sociales y demográficas, al consumo excesivo de recursos naturales y energéticos, y a la producción de residuos y de contaminación.

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Por el contrario, la concentración de recursos económicos, materiales e intelectuales en las ciudades hace de ellas lugares privilegiados para la innovación, la creatividad y las comunicaciones. La segunda razón es que la mayor parte de las políticas comunitarias tienen, de hecho, una dimensión urbana que no se puede ignorar, aunque, por razones diversas, ella no haya constituido hasta ahora un elemento básico de nuestras políticas. La tercera razón es que el desarrollo de soluciones integradas es fundamental para la gestión urbana. Por ello, se debería dar mayor capacidad de gestión de los problemas al nivel local, que debe contar con los necesarios instrumentos de gestión en las ciudades y municipios. Una agenda urbana coherente requiere, por tanto, acciones a todos los niveles: europeo, nacional, regional y local. Pero, ¿cuáles son los retos?. Es difícil resumirlos. El sector servicios se ha situado desde hace una década en el primer lugar de la generación del PIB, y su entorno es fundamentalmente urbano; ciudades con mejores servicios generan mayor actividad económica. El patrimonio cultural es también un activo, que hay que tratar de rentabilizar, con una visión a largo plazo y un enfoque de exquisito cuidado de su conservación. En Europa se calcula que varios millones de personas viajan al año atraídas fundamentalmente por manifestaciones culturales de alto nivel. Debería ser una oportunidad a aprovechar para dotar a nuestras ciudades patrimonio de las necesarias infraestructuras de transporte, construcción, comunicaciones, etc. La adecuada gestión del medio ambiente urbano es asimismo un reto para la llamada “sostenibilidad” a nivel global. La Agenda 21 de la Cumbre de Río de Janeiro reconoció muy explícitamente la importancia de la dimensión local y urbana en toda política ambiental. Aunque, como decía, la dimensión urbana no haya constituido hasta ahora una de las prioridades claves de las políticas europeas, está cada día más presente en todas ellas. Precisamente, la semana pasada la Comisión Europea discutió un documento titulado “Plan de acción para un desarrollo urbano duradero (“sostenible”). Asimismo, en el 5° Programa Marco de Innovación y Desarrollo Tecnológico, cuya aprobación se espera para Diciembre de este año, aparece la acción “La ciudad del mañana y el patrimonio cultural”. Estamos pues avanzando a nivel europeo en la concreción de políticas en las que la perspectiva urbana es más evidente. En definitiva, hay que restaurar el papel de la ciudad en todos los ámbitos. Me gustaría destacar la importancia de la energía, área en la que se desenvuelven mis responsabilidades, en estos planteamientos. Quisiera recordar que es en las ciudades y su entorno, donde se da el mayor consumo de energía: el 75 % del consumo final, en usos como transporte, calefacción, climatización, iluminación; todos ellos usos para los que existen cada vez más tecnologías innovadoras más limpias y eficaces. Porque la tecnología energética, uno de los grandes temas de estas jornadas, es, también, uno de los instrumentos a nuestro alcance para abordar los retos planteados. Tenemos que facilitar su penetración el mercado. Por otra parte, la tecnología puede también contribuir a desarrollar nuevas actividades en las ciudades.

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Prueba de nuestro interés en estas tareas es el patrocinio de esta conferencia, por cuya organización hay que felicitar a los organizadores, y en particular a las ciudades de Salamanca, Evora y Dublín, y a la que nos sentimos honrados de contribuir a través del programa THERMIE, nuestro programa horizontal de I + D + D energético. Desde la Dirección General de la Energía hemos apoyado estos enfoques a través de todas nuestras políticas y programas. Por ejemplo, desde Programas como SAVE, de eficacia energética, se ha apoyado la creación de agencias regionales y locales de energía; desde THERMIE se han apoyado numerosos proyectos de promoción del uso racional de la energía, tanto a nivel de la edificación como del transporte. En este sector, en concreto, grandes programas como AUTO-OIL, realizados en colaboración con la industria de la automoción y la petrolera, pretenden alcanzar los niveles más ambiciosos de calidad de aire urbano, mediante la combinación más eficiente de la tecnología de los vehículos y de la composición de los combustibles. Por todo ello felicito y me congratulo, en particular, del resultado de proyectos como ENTIRE y BELT, apoyados por la DG XVII y que tienen aplicaciones aquí en Salamanca. Pretenden mostrar cómo nuevos vehículos, en este caso, de gas natural e híbridos, pueden tener una contribución importante a la protección de nuestro ambiente y a la conservación de nuestro patrimonio cultural. En definitiva a poner de manifiesto los vínculos entre patrimonio y tecnología, tema de estas jornadas. De lo que no cabe duda es de que nosotros, los humanos, hemos creado estos problemas. Ello no es nuevo. Hace ya muchos siglos que un sabio chino, en otro contexto dijera: “Hemos encontrado al enemigo: somos nosotros mismos”. Una vez más, por consiguiente, a nosotros nos corresponde encontrar las soluciones.

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TECNOLOGIA Y PATRIMONIO UNA NUEVA ALIANZA EN EL UMBRAL DEL SIGLO XXI &,35,$12 0$5Ë1

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Una de los mensajes más llamativos que surgieron en la Conferencia Habitat II de la Naciones Unidas fue el que la batalla por la sostenibilidad de ganará o perderá en las ciudades. Podemos añadir que dentro de esta afirmación, las ciudades históricas ocuparían un papel destacado. Reflejo de civilizaciones, crisol de culturas, centros de innovación durante siglos o milenios, nuestras ciudades históricas se enfrentan a los nuevos desafíos del futuro. El reto actual se centra en cómo conciliar la preservación del legado cultural para las generaciones futuras y al mismo tiempo dotarse de la capacidad de renovación necesaria que ha caracterizado en cada época a estos lugares privilegiados. Recuperar y mantener este patrimonio no implica en modo alguno congelar las ciudades, no basta con las restricciones urbanísticas o la catalogación monumental, las antiguas ciudades son como seres orgánicos que necesitan siempre nueva savia capaz de alimentar el tejido urbano, social, cultural y económico. Hoy más que nunca nuestras ciudades históricas necesitan una proyección al futuro que permita recuperar su secular papel territorial, económico y social. Una estrategia que forzosamente requerirá el concurso de la nuevas tecnologías, un campo en que el que se perfila una nueva alianza que podrá convertir estos emblemáticos lugares en ejemplos de desarrollo sostenible y de adaptación eficaz de los nuevos recursos que nos ofrecen las soluciones avanzadas en energía, transporte y telemática. En suma, un desafío que se centra en construir la ciudad del futuro sobre los cimientos del pasado. No debemos olvidar que la ciudades históricas y, especialmente, las ciudades declaradas Patrimonio de la Humanidad por la UNESCO, son un foco de atención europeo y mundial, un espejo excepcional donde el éxito de las iniciativas innovadoras tiene un efecto multiplicador particularmente intenso. Además, desde la óptica tecnológica y de la gestión, los entornos históricos presentan el mayor nivel de complejidad, donde la solución técnica y la planificación ha de ir acompañada por el respeto patrimonial y la concertación social. También los campos elegidos se corresponden con los máximos factores de riesgo para la conservación de los centros históricos: la energía y el transporte. La energía por las consecuencias del uso de determinadas fuentes y por el impacto de su canalización junto a las líneas de telefonía, el transporte por las emisiones que produce y por el deterioro general que provoca en estos particulares medios urbanos cuando las soluciones son inadaptadas. Y, un tercer elemento a tener en cuenta: la telemática; la supervivencia de los centros históricos está ligada a su capacidad de incorporar la modernidad, una alta penetración telemática y la disponibilidad de comunicaciones avanzadas no son soluciones reñidas con la conservación del legado cultural de los entornos históricos. Por todo ello, no solo basta con conservar, es

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Energy – Transport – Telematics

Historic Cities

necesario prever en el tiempo y adelantarse a determinados acontecimientos que en ocasiones pueden ser irreversibles. Estas son las ideas que ha inspirado el encuentro, desarrollado en el marco del Programa THERMIE de la Comisión Europea, como iniciativa del Ayuntamiento de Salamanca junto con las ciudades de Évora y Dublín, que ha contado con el apoyo de la UNESCO y de sus organizaciones asociadas World Solar Programme (1996-2005) e INSULA. Los ponentes que orientan esta Conferencia constituyen una importante muestra de la situación actual en estas materias. El esfuerzo de su trabajo, y el de los municipios y organizaciones que representan, permitirá abordar de una forma realista el arte actual de las tecnología y de los sistemas de gestión, la posibilidades y limitaciones tangibles, sus éxitos y fracasos, es decir, proyectos, datos y soluciones que forman un punto de apoyo real y experimental para proyectar los centros históricos europeos en la senda de un desarrollo sostenible. La Conferencia es también la expresión de las tareas desarrolladas por los grupos de trabajo en cada área que conforma esta iniciativa: energía, transporte y telemática. Todo un proceso que nos permitirá contar en breve con una guía de buenas prácticas y manual de orientación, glosado con experiencias reales, que constituirá a buen seguro una útil herramienta que permita a los gestores y técnicos municipales, así como a los distintos agentes y operadores, enfocar las nuevas iniciativas en los centros históricos partiendo de las experiencias acumuladas en los últimos años. Un esfuerzo que se está concretando ya en la creación de un centro virtual sobre información y experiencias en las ciudades y centros históricos.

Energía – Transporte - Telemática

Energy – Transport – Telematics

Ciudades Históricas

Historic Cities

POLÍTICA DE LA U.E. SOBRE EL FOMENTO DE LAS ENERGÍAS SOSTENIBLES SU REPERCUSIÓN EN LAS CIUDADES HISTÓRICAS -8$1 )5$*$ 6HFUHWDULR *HQHUDO GH (8)25(6 5HVXPHQ

La Comunicación de la Comisión Europea ENERGÍA PARA EL FUTURO: FUENTES RENOVABLES DE ENERGÍA (el /LEUR %ODQFR), ha proporcionado por primera vez un esquema común para promover un desarrollo significativo de las fuentes de energía renovables (FER). El Libro Blanco establece objetivos ambiciosos pero realistas (12% de la demanda de energía primaria para el año 2010), ofrece líneas de acción detalladas, y propone una campaña inicial de lanzamiento. Desafortunadamente, y debido a las restricciones en el presupuesto comunitario, la estrategia propuesta debe recaer principalmente en los Estados Miembros, regiones y localidades de la UE. Esto se debe a la aplicación del principio de subsidiariedad, y a la necesidad de particularizar las medidas propuestas a las peculiaridades de los diferentes niveles de la UE. Son necesarios así desarrollos específicos a escala local, pero éstos pueden dificultar un enfoque común de la UE y, en algunos casos, la cooperación supranacional. Por otra parte, la eficiencia energética (EE) se enfrenta a una situación aun más compleja, ya es difícil de cuantificar, especialmente a la hora de establecer objetivos políticos. Además, requiere una gestión de la demanda más que de la oferta, y por tanto se diferencia aun más de los esquemas convencionales. La comunicación de la Comisión Europea +DFLD XQD HVWUDWHJLD SDUD HO XVR UDFLRQDO GH OD HQHUJtD constituye, de forma similar a las renovables, el primer paso hacia una estrategia comunitaria para el uso racional de la energía. Las tendencias actuales en política energética están básicamente orientadas hacia el logro de una mayor competitividad. Sin embargo, es necesario alcanzar un consenso a largo plazo sobre las directrices esenciales de una estrategia energética común para la UE, que considere también otros factores: el respeto al medio ambiente, la creación de empleo y la seguridad suministro. En este sentido, hay que considerar los compromisos, adquiridos por la UE en Kioto, sobre la reducción de las emisiones de gases de efecto invernadero; en efecto, la eficiencia energética y las renovables constituyen unas de las pocas opciones realmente efectivas para reducir las emisiones de CO2. Existen numerosas ventajas asociadas a una implementación coordinada de las nuevas tecnologías energéticas, por lo que se hace especialmente interesante la valorización de sus beneficios de forma integral. Este enfoque puede llevar a una política común basada en las siguientes directrices: • Uso de la eficiencia y ahorro energético para reducir el consumo al máximo

Energía – Transporte - Telemática

Ciudades Históricas

• •

Energy – Transport – Telematics

Historic Cities

Utilización creciente de las energías renovables para cubrir la mayor demanda posible Cubrir el suministro restante con fuentes convencionales

A tal fin, se ha propuesto recientemente en el Parlamento la Carta Europea de las Energías Sostenibles, EURENEW, que debería facilitar una armonización jurídica, profundizando en el desarrollo sostenible, la creación de empleo y el crecimiento económico, en un entorno de mercado condicionado por la competitividad. También se deberá fomentar un enfoque coordinado, y unos mecanismos de seguimiento y evaluación adecuados, que permitan alcanzar los objetivos acordados, y facilitar el establecimiento de nuevos instrumentos. La propuesta incluye un mecanismo de programas indicativos (Programa Indicativo para la Eficiencia Energética y las Energías Renovables - PIPER), una obligación periódica de la Comisión que proporcionaría, de forma similar al establecimiento del reparto de cargas para el objetivo común de reducción de CO2 acordado en Kioto, un mecanismo para establecer objetivos vinculantes, por cada Estado Miembro y cada tecnología, y para revisarlos periódicamente y comprometer los fondos necesarios. Todo este marco deberá ser aplicado a todos los niveles en la UE, tanto el comunitario, como el nacional, el regional y el local. Éstos dos últimos tienen especial relevancia, ya que se trata de tecnologías de aplicación descentralizada, con un impacto significativo en el entorno inmediato. Por lo tanto, y dada la capacidad de generación de empleo y de fomento de la industria local que tienen, y así lo demuestran las aplicaciones locales realizadas hasta ahora, se deben adoptar activamente iniciativas locales específicas para promocionar su utilización. Un caso específico es el de la adaptación de las nuevas tecnologías a las ciudades históricas. Aunque pueda parecer lo contrario, las tecnologías limpias y descentralizadas priman además la calidad frente a la cantidad, y se adaptan así con especial éxito en estas ciudades, por lo que no creo que se deba perder la oportunidad de valorizar los beneficios asociados a su implantación.

Energía – Transporte - Telemática

Energy – Transport – Telematics

Ciudades Históricas

Historic Cities

OPCIONES TELEMATICAS PARA PROYECTAR LOS CENTROS HISTORICOS HACIA LA CIUDAD DEL FUTURO 0,*8(/ 0217(6'(2&$ ,168/$

5HVXPHQ Las ciudades forman parte de nuestro más preciado patrimonio histórico, cultural, arquitectónico y económico, y son, en gran medida, la cuna de nuestra civilización. La contribución de las Tecnologías de la Información y la Comunicación a su desarrollo sostenible permitirá para las futuras generaciones, que las ciudades históricas del siglo XXI sigan jugando un papel dinámico en nuestra sociedad, la Sociedad de la Información, similar al que tuvieron en el pasado. Las Tecnologías de la Información y la Comunicación deben ayudar a los ciudadanos de hoy a satisfacer sus necesidades sin comprometer la capacidad de futuras generaciones de identificar y satisfacer las suyas, en un momento en que nuestras formas socioeconómicas de organización se transforman en un nuevo escenario, en el que la información es el elemento clave de la economía. En esta nueva Sociedad de la Información, las Tecnologías de la Información y la Comunicación proporcionan productos con valor añadido que consumen menos recursos y tienen un reducido impacto medioambiental. La contribución de las aplicaciones telemáticas a la optimización de soluciones y a la gestión medioambiental, del transporte y de la energía es fundamental. Las soluciones telemáticas incluyen los sistemas de predicción y monitorización de la calidad del agua; sistemas de gestión de emergencias para riesgos industriales, incendios e inundaciones; sistemas de control de tráfico y gestión del transporte; sistemas de gestión energética; sistemas de información comunitaria, turística, de viajes y de divulgación. Pero la contribución de la telemática puede ser más amplia y específica en las ciudades históricas, permitiendo fomentar en los centros históricos una actividad diversa en lo humano y lo económico. Para ello, debe primar el enfoque desde el punto de vista de los sistemas y servicios para los ciudadanos, frente al de la infraestructura y la obra civil. En las últimas décadas, la industria de las telecomunicaciones ha reducido significativamente los costes del acceso a la información. Paralelamente, el ordenador ha dejado de ser una máquina autista y se ha convertido en un elemento más de un sistema más amplio y próximo al individuo, que como él, es multimedia, móvil y relacional. El tráfico internacional por conmutación de paquetes superará este año al transmitido por redes de conmutación de circuitos. La mayoría de los usuarios no desean una tecnología concreta, sino los beneficios que asocian a ella, los servicios que le ha de proporcionar y las ventajas que esperan obtener. La calidad de vida y la competitividad están asociadas a los servicios y no sólo a las infraestructuras, siendo estas últimas necesarias solamente en función de los primeros.

Energía – Transporte - Telemática

Ciudades Históricas

Energy – Transport – Telematics

Historic Cities

Los beneficios de los servicios telemáticos avanzados son, entre otros: la mejora de la calidad de vida de los usuarios privados, la creación de una plataforma competitiva para profesionales y empresas y una mejora en la eficiencia del sector público, aspectos estos esenciales en nuestros centros históricos. Los partidarios de la máxima cohesión en la sociedad del futuro somos extremadamente críticos con las soluciones dependientes de cuantiosas inversiones en infraestructuras aunque sean tecnológicamente innovadoras y recientes, cuando ello contribuye a un retraso en la disponibilidad de los nuevos servicios. Optimizando las inversiones en infraestructuras mediante el enfoque de los sistemas y los servicios, será posible destinar los recursos necesarios al fomento de la demanda, fundamental para la necesaria realimentación en los procesos de planificación con las opiniones y necesidades de los usuarios. Son varias las opciones telemáticas para proyectar los centros históricos hacia la ciudad del futuro, y su validez depende de distintos factores, pero el enfoque debe estar orientado inicialmente hacia los servicios y la mejora de las condiciones de vida, de competitividad y de calidad del servicio público, condicionando estos servicios las inversiones en infraestructuras. La globalización de los mercados, la naturaleza global de la Sociedad de la Información y la desaparición de algunas barreras nacionales en Europa, hace extremadamente importante y necesaria la cooperación entre las ciudades históricas, privilegiados escaparates de las soluciones del futuro. Esta colaboración permitirá el aprovechamiento conjunto de esfuerzos, recursos y experiencias, y hará más efectivas las acciones encaminadas a su desarrollo. Estaríamos fomentando en nuestras ciudades la demanda de servicios, creando una base amplia y sólida de usuarios, y con ello, un mercado atractivo a proveedores y operadores de servicios avanzados. En otras palabras, estaríamos integrando nuestras ciudades históricas y sus habitantes en la Sociedad de la Información al permitirles participar activamente en su desarrollo sostenible.

Energía – Transporte - Telemåtica

Energy – Transport – Telematics

Ciudades HistĂłricas

Historic Cities

ESTRATEGIA EUROPEA PARA EL TRANSPORTE ALTERNATIVO EN CIUDADES HISTĂ“RICAS 3$7 %(// BE, MIEI

'LUHFWRU GH (175$& 0D\QRRWK &R .LOGDUH ,UODQGD

5HVXPHQ El crecimiento constante del trĂĄfico en la mayorĂ­a de las ciudades europeas ha supuesto la apariciĂłn de problemas de congestiĂłn y de altos niveles de emisiĂłn de gases, con la consecuente pĂŠrdida de calidad de vida. Uno de las formas mĂĄs efectivas de abordar esta problemĂĄtica consiste en la adopciĂłn de un enfoque integrado que introduzca vehĂ­culos mĂĄs respetuosos con el medio ambiente y, simultĂĄneamente, fomente un cambio modal del transporte privado al pĂşblico. El transporte pĂşblico elĂŠctrico hĂ­brido puede contribuir en ambos frentes, ofreciendo una alternativa eficaz y atractiva al automĂłvil privado. Los atractivos de la tecnologĂ­a han hecho que, en los Ăşltimos aĂąos, un nĂşmero considerable de fabricantes europeos hayan desarrollado y exhibido diversos vehĂ­culos elĂŠctricos hĂ­bridos. Gran parte de esta actividad ha estado apoyada por el programa THERMIE, de la DirecciĂłn General de EnergĂ­a de las Comunidades Europeas (DG XVII). Todo el sector de la tecnologĂ­a de autobuses hĂ­bridos estĂĄ a la vanguardia del desarrollo de vehĂ­culos, y puede contribuir considerablemente a la reducciĂłn de emisiones en las ciudades histĂłricas europeas. La ponencia presentarĂĄ un panorama general del estado actual del desarrollo de autobuses hĂ­bridos en Europa y del papel que desempeĂąa THERMIE.

Energía – Transporte - Telemática

Energy – Transport – Telematics

Ciudades Históricas

Historic Cities

LA GESTION MEDIOAMBIENTAL EN LAS CIUDADES PATRIMONIO DE LA HUMANIDAD 0 '2/25(6 6,/9(675( &8(67$

,&2026 &RPLWp 1DFLRQDO (VSDxRO &RQVHMR ,QWHUQDFLRQDO SDUD OD 'HIHQVD GH ORV 0RQXPHQWRV \ GH ORV 6LWLRV +LVWyULFR $UWtVWLFRV

5HVXPHQ Una de las condiciones básicas para que una ciudad sea declarada Patrimonio de la Humanidad por la UNESCO, es la gestión adecuada que garantice, entre otras cosas, la conservación y la protección de los materiales históricos: la piedra, la madera, el bronce, el hierro. La eficaz lucha contra la contaminación destructiva del patrimonio solo es posible mediante una adecuada gestión medioambiental. Los valores históricos, culturales o naturales solo pueden ser reconocidos en su valor universal si se garantiza que esos testimonios materiales de la memoria histórica de la Humanidad van a perdurar a través de las generaciones futuras para su disfrute y comprensión. Por otro lado, a una Ciudad Patrimonio de la Humanidad se le exige que sea una ciudad viva, habitada, con proyección humana y social de futuro, con actividad económica suficiente, que las más de las veces es el turismo. Para que esto sea factible es necesaria también la gestión medioambiental que haga atractiva y posible la vida y la actividad humana. De este modo, la técnica más rigurosa se convierte en inseparable compañera de la Cultura, el Arte, la Historia y la Naturaleza. Porque al derecho del ciudadano actual a poder desarrollar su vida sin contaminación destructiva, se suma el derecho de las generaciones futuras a recibir en el mejor estado de conservación los que será también fuente de su memoria.

Energía – Transporte - Telemática

Energy – Transport – Telematics

Ciudades Históricas

Historic Cities

OPCIONES PARA EL SUMINISTRO DE ENERGIA EN LAS CIUDADES HISTÓRICAS -2$48,0 &2520,1$6 (FRVHUYHLV %DUFHORQD

El consumo de energía en las ciudades va dejando de ser suministrado por fuentes únicas específicas para cada uso. Hasta ahora los vehículos utilizaban gasolina o gasóleo, la calefacción era eléctrica o de gas pero en ambos casos eran suministrados por las compañías energéticas convencionales. Actualmente los autobuses pueden obtener el carburante de los residuos orgánicos urbanos, la electricidad puede generarse en las fachadas o en las cubiertas de los edificios de las ciudades, los vehículos urbanos pueden utilizar la electricidad, el gasóleo, la gasolina sin plomo o con una composición menos contaminante. La utilización de equipos eficientes reduce los consumos y con ello la carga de la red y el dispendio de los ciudadanos en energía. La introducción de técnicas arquitectónicas energéticas reduce las necesidades de energía y mejoran la calidad del hábitat. Las distintas opciones energéticas disponibles actualmente permiten elegir el conjunto de tecnologías más apropiadas a las necesidades y a las características específicas de cada ciudad. La energía ya no es algo propio de las compañías suministradoras. La energía es uno de los recursos locales, es un servicio y puede llegar a ser uno de los problemas urbanos. Los recursos energéticos locales y las distintas opciones tecnológicas permiten resolver los problemas energéticos urbanos simultáneamente a los problemas globales derivados del uso inapropiado de la energía. En las islas se aplican unas tarifas energéticas que son inferiores a los costes de la energía. Es una de las compensaciones a los mayores costes derivados de su insularidad. En las ciudades Patrimonio de la Humanidad podrían aplicarse también tarifas energéticas diferenciadas que tuvieran en cuenta posibles incrementos de costes energéticos derivados de la conservación de su patrimonio.

Energía – Transporte - Telemática

Energy – Transport – Telematics

Ciudades Históricas

Historic Cities

USO DE LA ENERGÍA EN LOS CENTROS HISTÓRICOS /8,6 2/,9(,5$ 52'5,*8(6 &kPDUD 0XQLFLSDO GH eYRUD 3RUWXJDO

5HVXPHQ Las preocupaciones de gestión ambiental en una ciudad como Évora, con un centro histórico catalogado como Patrimonio de la Humanidad por la UNESCO, donde la presión de tráfico automovilístico se ha agravado muchísimo en los últimos años ha conducido al desarrollo de acciones tendentes, por un lado, a regular de forma más racional la movilidad (proyecto SITE abordado en la comunicación sobre transportes) y, por otro lado, a la ejecución de medidas orientadas a reducir la carga de contaminación de los vehículos de transporte urbano. En una primera fase han sido instalados algunos equipamientos denominados “FPS”, que permiten realizar un tratamiento del combustible diesel, con el objetivo de conseguir una combustión más perfecta, obteniendo una reducción de partículas sólidas emitidas a la atmósfera entre el 80 y el 90%. Estos equipamientos permiten además una reducción de los consumos en torno al 10%. En una segunda fase se ha concretado un proyecto de demostración financiado por el Programa Comunitario Thermie para la utilización de biodiesel. Este proyecto se ha concretado en 3 vehiculos de transporte público y un vehículo para la recogida de residuos sólidos urbanos, los cuales utilizaron durante un período de 6 meses una mezcla de combustible formado por gasóleo y éter de girasol al 30%. Los resultados han sido tan alentadores que han propiciado que la ciudad de Évora lidere en estos momentos un proyecto para la instalación de éter de girasol. Con el mismo objetivo, partiendo de la preocupación medioambiental y en el campo del desarrollo del potencial endógeno de energías alternativas, se están promoviendo proyectos para el aprovechamiento en calefacción de escuelas de los residuos derivados del cultivo de la vid. En la actualidad se están realizando de forma sistemática auditorías energéticas en los edificios municipales de mayor envergadura con el objetivo de concretar proyectos de calefacción/climatización que permitan la máxima penetración de energías alternativas. En el campo de la iluminación pública en el área del Centro Histórico estamos ensayando con los productos industriales más avanzados en esta línea, de tal manera que podamos remodelar de forma más eficaz y racional la iluminación de las principales arterias del casco histórico. En el marco de este proyecto se preve proceder al enterramiento de todas las líneas aéreas, tanto de electricidad como de comunicaciones.

Energía – Transporte - Telemåtica

Energy – Transport – Telematics

Ciudades HistĂłricas

Historic Cities

LEICESTER: PRIMERA CIUDAD AMBIENTAL DEL REINO UNIDO ESTRATEGIAS DE EFICIENCIA ENERGÉTICA PARA LAS VIVIENDAS '20,1, *811 'LUHFWRUD GH 6HUYLFLRV &RPXQLWDULRV $\XQWDPLHQWR GH /HLFHVWHU (DVW 0LGODQGV 5HLQR 8QLGR 5HVXPHQ /HLFHVWHU tiene una poblaciĂłn multicultural de 280.000 habitantes; estamos situados en el centro de Inglaterra y hemos estado tratando con mucho interĂŠs temas relacionados con la protecciĂłn ambiental y la sostenibilidad. Leicester se ha adelantado a los tiempos especialmente en las ĂĄreas de transporte, energĂ­a y residuos. La Š9LVLyQ SDUD /HLFHVWHUÂŞ (ÂŤVision for LeicesterÂť) es un programa compartido con todos los sectores de la comunidad que incorpora los principios de prosperidad econĂłmica, calidad ambiental, justicia social y diversidad cultural. El Ayuntamiento de Leicester ha estado poniendo en prĂĄctica polĂ­ticas dirigidas a la mejora de la HILFDFLD HQHUJpWLFD GH ORV KRJDUHV desde 1993. Las estrategias de eficacia energĂŠtica de los hogares se han desarrollado con la ayuda de la UniĂłn Europea conjuntamente con Barnagel, de Barcelona, y estĂĄn diseĂąadas para reducir el consumo energĂŠtico, crear un entorno de vida saludable y permitir que todos los hogares tengan acceso a una calefacciĂłn asequible. Se han desarrollado estrategias para la mejora de la eficacia energĂŠtica de los hogares existentes al tiempo que se han fomentado, y prescrito cuando era posible, los mĂĄs estrictos criterios de calidad en las nuevas construcciones. Las viviendas anteriores a 1919 de Leicester, localizadas predominantemente en el centro de la ciudad, han planteado dificultades particulares. El noventa por ciento de estas viviendas estĂĄn ocupadas por sus propietarios, y sigue siendo todo un reto persuadir a estos propietarios de que deben invertir en mejoras de la eficacia energĂŠtica domĂŠstica. Las estrategias de eficacia energĂŠtica domĂŠstica de Leicester se han basado en DVRFLDFLR QHV. Se han entablado negociaciones con una serie de interlocutores del sector privado, entre los que se cuentan fabricantes, proveedores, instaladores y contratistas. Se han negociado descuentos en el suministro de bienes y servicios relacionados con la eficacia energĂŠtica, que entonces se han comunicado a los propietarios de viviendas. El Cooperative Bank ha ofrecido prĂŠstamos a un bajo interĂŠs para bienes y servicios relacionados con la eficacia energĂŠtica. A todos los hogares de la ciudad se les ha asignado una tarjeta de descuento que permite ir a los proveedores y comprar a precios rebajados. Esta serie de actividades se ha comercializado bajo el nombre de FDPSDxD GH ŠVHQVLELOL]DFLyQ HQHUJpWLFDÂŞ GH /HLFHVWHU (Leicester ÂŤEnergy SenseÂť campaign) y se estĂĄ promocionando con la ayuda de los medios de comunicaciĂłn locales.

Energía – Transporte - Telemática

Ciudades Históricas

Energy – Transport – Telematics

Historic Cities

Los proveedores de VHUYLFLRV VRFLDOHV \ GH VDOXG se han implicado en el debate relacionado con las estrategias dirigidas a permitir que todos los hogares tengan acceso a una calefacción asequible y a un entorno vital saludable. Estas estrategias requieren la elaboración y puesta en práctica de políticas que fomenten la igualdad social y mejoren la salud de las comunidades, asegurando al mismo tiempo que las mejoras de la eficacia energética estén integradas con las mejoras del acceso a la calefacción y a viviendas bien ventiladas. También han aparecido estudios que demuestran la importancia de la contribución que las medidas relacionadas con la eficacia energética doméstica pueden aportar a la mejora de los ORJURV HGXFDWLYRV. /D OLEHUDOL]DFLyQ GHO VXPLQLVWUR GH HQHUJtD HQ HO 5HLQR 8QLGR ha sido negativa para los esfuerzos nacionales, regionales y locales de mejora de la eficacia energética doméstica. Las compañías de combustible han concentrado sus esfuerzos en llamativas campañas publicitarias que promocionan la reducción de los precios sin hacer referencia alguna a la eficacia energética. Esta competencia centrada en los precios existente en el mercado de la energía doméstica ha hecho que la concienciación de la necesidad de la reducción del consumo energético sea incluso más difícil que antes de la liberalización. La labor del Ayuntamiento de Leicester para mejorar la eficacia energética de las viviendas se ha sustentado en la legislación del gobierno central, en forma de la /H\ GH &RQVHU YDFLyQ GH OD (QHUJtD 'RPpVWLFD GH (Home Energy Conservation Act 1996). Esta ley requiere que todas las autoridades locales con responsabilidad sobre la vivienda envíen un informe descriptivo de la eficacia energética de las viviendas que plantee propuestas para lograr mejoras significativas e informe anualmente sobre los progresos. La orientación para la legislación sugiere que una mejora significativa consistiría en haber logrado, en el año 2006, una mejora de un 30% sobre el consumo energético y las emisiones nocivas de 1996. Esta legislación, conocida en el Reino Unido como la HECA, no ofrece a las autoridades locales acceso a financiación adicional para la puesta en práctica de mejoras de la eficacia energética doméstica.

Energía – Transporte - Telemåtica

Energy – Transport – Telematics

Ciudades HistĂłricas

Historic Cities

LA LUCHA POR LA PROTECCIÓN DEL CLIMA. EVALUACIÓN DE LA EXPERIENCIA : 1(80$11 'LUHFWRU GH OD $JHQFLD GH *HVWLyQ GH OD (QHUJtD : )5,('(/ 6HFFLyQ GH 3ODQLILFDFLyQ (QHUJpWLFD (QHUJLHUHIHUDW &LXGDG GH )UDQNIXUW 5HVXPHQ ,QWURGXFFLyQ Como uno de los fundadores de la Alianza Climåtica (Climate Alliance), un grupo de municipios europeos formado para proteger el clima, en 1991 Fråncfort del Meno decidió fijarse como objetivo global lograr una reducción de un 50% del CO2 por el aùo 2010. Para organizar el proceso de la reducción del CO2 y para desarrollar un concepto de energía, en 1990 se creó la Energiereferat, una agencia de energía local. La Energiereferat, perteneciente al Departamento de Medio Ambiente, es responsable de todos los clientes privados (p. ej., hogares, inversores e industrias); la sección de Energía, una parte del Departamento de Construcción de la ciudad de Fråncfort, se estå encargando de las medidas de ahorro de energía en los edificios públicos. Para conseguir el ambicioso objetivo de la reducción de CO2 se estån siguiendo cuatro líneas de acción: • Diseùo de viviendas de baja energía, con un consumo calorífico de menos de 270 MJ/m2 por aùo, y establecimiento de criterios caloríficos estrictos en el årea urbana. • Desarrollo sistemåtico de calefacción y electricidad combinadas (Combined Heat and Power, CHP) en grandes centrales elÊctricas y en unidades de producción descentralizadas de pequeùo o mediano tamaùo. • Ahorro de electricidad en viviendas, oficinas e industria. • Promoción de la energía solar y fotovoltaica mediante subvenciones. • Para promocionar este programa se han creado un grupo de trabajo sobre CHP y una Mesa de energía para discutir sobre la modernización de las calderas de calefacción. Parte del proceso de la Agenda Local 21 consiste en elaborar unos criterios para una oficina de bajo consumo energÊtico. • Desde el comienzo del programa se han logrado algunos resultados interesantes: • Se han construido mås de 1.500 nuevas viviendas de bajo consumo energÊtico. • La producción de CHP en unidades pequeùas y medianas se ha incrementado desde 100 kWel (1991) a 17.000 kWel (1998). • Se han instalado 160 sistemas de calefacción solar. • El servicio público local paga 0,07 ECU/kWh por la electricidad suministrada a la red elÊctrica por sistemas de energía de CHP, y 0,065 ECU/kWh por la suministrada mediante sistemas de energía fotovoltaica. • Las emisiones de CO2 aumentaron desde 7,6 millones de toneladas en 1987 a 7,85 millones de toneladas en 1992, y disminuyeron a 7,3 millones de toneladas en 1995 (excluido el tråfico). • La ponencia ofrece una perspectiva general de algunas de las actividades y logros de las instituciones arriba mencionadas.

Energía – Transporte - Telemática

Energy – Transport – Telematics

Ciudades Históricas

Historic Cities

LÍMITES DE LA INTERVENCIONES RELACIONADAS CON LA ENERGÍA EN EDIFICIOS ANTIGUOS PATRIMONIALES 0$5,2 0$78/,& $UTXLWHFWR ± 3DULV ([SHUWR DQWH OD 81(6&2 \ HO &RQVHMR GH (XURSD

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3UHIDFLR El propósito de esta charla es presentar tres análisis franceses de los estudios y trabajos realizados para mejorar el rendimiento del sistema de calefacción de edificios antiguos. Todos los casos se relacionan con edificios clasificados como monumentos históricos (al menos parcialmente), lo que supone, de acuerdo con la legislación vigente actualmente, que deben conservarse todos los componentes originales del edificios (siguiendo el precepto «un monumento es un documento»). (O FDVR GH ORV WULEXQDOHV GH MXVWLFLD GH 3DUtV El Tribunal comprende un grupo de edificios cuyo origen se remonta a la antigua residencia de los reyes de Francia (la Conciergerie, la Conserjería), con extensiones y añadidos que variaron con la historia de la ciudad de París. Actualmente, este heterogéneo conglomerado, cuyas extensiones más recientes se añadieron en los años sesenta de este siglo, está clasificado no obstante como monumento histórico, y los tres mayores tribunales de Francia ocupan su superficie total de 170.000 m2. Actualmente, también forman parte del conjunto la Sainte Chapelle (Sagrada Capilla) y el famoso «Quai des Orfèvres», las oficinas del departamento de investigación criminal de París (famosas por las novelas del comisario Maigret). La conversión de este complejo de más de 5.000 oficinas y sus servicios relacionados, que acogen diariamente a 10.000 personas, constituye un modelo único en cuanto a la técnica de trabajo en un área ocupada. Empleando este ejemplo, consideraremos los motivos que determinaron los trabajos realizados, así como los límites de éstos. (O FDVR GHO 7ULEXQDO GH $SHODFLyQ GH 9HUVDOOHV El actual Tribunal de Apelación que hay en Versalles es un edificio construido en la época de Luis XIV -exactamente en 1670 por el famoso arquitecto Mansard- y está declarado monumento histórico. Este complejo, que se hizo para alojar al ejército responsable de supervisar la construcción del castillo del Roi Soleil (Rey Sol), se convirtió en «Quartier de la Reine» (el cuartel de la reina), donde se alojaba su guardia especial y sus carruajes. Este armonioso complejo de edificios siguió sirviendo como cuartel durante tres siglos, hasta 1975, en que se hizo necesario transformarlo en el tribunal recién creado. Aparte de la adaptación de las habitaciones para un nuevo uso, se conservó íntegramente la distribución y apariencia externa del complejo. Las mejoras relacionadas con la energía resultaron ser

Energía – Transporte - Telemática

Ciudades Históricas

Energy – Transport – Telematics

Historic Cities

mucho más fáciles en tanto que, a pesar de la estricta legislación que regula el respeto de los monumentos clasificados (formas y materiales), el interior no se conservó al mismo nivel que en París, y el nuevo Tribunal no ocupó inmediatamente todos los locales. Este caso es interesante porque en él se ponen de manifiesto los límites de las mejoras de este edificio relacionados con su distribución y con el estricto respeto de la conservación de sus fachadas y tejados. (O FDVR GHO HGLILFLR GH ORV $QWLTXDLUHV GX /RXYUH Los Antiquaires du Louvre (anticuarios del Louvre) es un complejo que data del siglo XIX. No está clasificado como monumento histórico, sino como parte de un complejo de edificios de la calle de Rivoli. Inicialmente se construyó con motivos especulativos y fue transformado parcialmente, a su vez, en apartamentos de lujo, hoteles u oficinas; posteriormente, se convirtió en un anexo del Ministerio de Hacienda, al que se le había quedado pequeño el prestigioso Louvre. Cuando el Ministerio de Hacienda pasó al nuevo complejo, nuestro edificio se transformó en un complejo de oficinas cuya planta baja y primer nivel de sótano estaban ocupados en su totalidad por tiendas especializadas en el comercio de antigüedades. La gran cantidad de trabajos de restauración que se llevaron a cabo en este edificio pone de manifiesto cómo es posible revisar totalmente el problema de la energía en un contexto donde lo permitan la distribución y la ocupación de los locales. &RQFOXVLyQ Tanto si un patrimonio comprende edificios clasificados como monumentos históricos como si no, las autoridades deben adoptar la misma actitud, particularmente con relación a complejos urbanos que se descuidan con demasiado frecuencia porque no poseen al menos una fachada monumental. A menudo se necesitan estos complejos, bien colectiva o aisladamente, para transformarlos o adaptarlos a las denominadas «normas» o «necesidades» modernas. Es frecuente que las reformas realizadas en los edificios los modifiquen sin ofrecer realmente mejoras o ahorros importantes. Siempre es posible mejorar las condiciones ambientales de los edificios antiguos, en los que las temperaturas son demasiado bajas y el grado de humedad es demasiado alto para nuestros criterios de comodidad actuales, pero los límites de las reformas deben controlarse desde el comienzo del estudio de viabilidad.

Energía – Transporte - Telemática

Energy – Transport – Telematics

Ciudades Históricas

Historic Cities

ILUMINACIÓN DE EDIFICIOS Y MONUMENTOS HISTÓRICOS 9Ë&725 %$5%(52 ,%(5'52/$ ,QJHQLHUtD \ &RQVXOWRUtD ,%(5,1&2 5HVXPHQ La ponencia se centra en la utilización de los diferentes tipos de lamparas como fuentes de luz y niveles de iluminación en función de los materiales que constituyen el edificio y de los usos del mismo, manteniendo las tonalidades naturales y resaltando en algunos casos la arquitectura el monumento. Se presentan ejemplos de soluciones adoptadas en varios casos como ilustración de lo dicho.

Energía – Transporte - Telemåtica

Energy – Transport – Telematics

Ciudades HistĂłricas

Historic Cities

LA UNIDAD DE COGENERACIĂ“N Y EL SISTEMA DE CALEFACCIĂ“N DE DISTRITOS EN LA CIUDAD DE DUBLĂ?N -2+1 & 2Âś&21125 %( 0(QJ6F ,QJHQLHUR -HIH &RUSRUDFLyQ 0XQLFLSDO GH 'XEOtQ 5HVXPHQ La calefacciĂłn y la electricidad combinadas, o CHP (Combined Heat And Energy – CogeneraciĂłn), como se denomina normalmente, consiste en la generaciĂłn simultĂĄnea de electricidad y calor Ăştil en un solo proceso. Utiliza el calor producido en la generaciĂłn de electricidad en vez de liberarlo y desperdiciarlo en la atmĂłsfera. Entre las aplicaciones que son generalmente adecuadas para CHP estĂĄn hoteles, hospitales, procesos industriales y edificios comerciales, en los que hay una demanda continua de calor y energĂ­a. Las principales ventajas del uso de CHP son: • ReducciĂłn de las emisiones de CO2 y otros gases de invernadero. • ReducciĂłn del consumo de energĂ­a primaria. • ReducciĂłn de los costes energĂŠticos. • Suministro independiente de energĂ­a. La CorporaciĂłn Municipal de DublĂ­n es el Ayuntamiento de la ciudad de DublĂ­n; sus oficinas centrales, las Oficinas Municipales, estĂĄn en el centro de la ciudad medieval. La Oficina Municipal que genera electricidad para las Oficinas Municipales y calefacciĂłn para las Oficinas y para los hoteles, apartamentos y otros edificios de los alrededores estĂĄ equipada con una unidad de CHP. El proyecto fue llevado a cabo por la CorporaciĂłn Municipal de DublĂ­n y por Conservation Engineering Limited, con apoyo del programa THERMIE de la UE, y en colaboraciĂłn con los propietarios de edificios que emplean la calefacciĂłn. El apoyo de las compaùías pĂşblicas de gas y electricidad Bord Gais y Compaùía de Suministro ElĂŠctrico (Electricity Supply Board) tambiĂŠn fue esencial para su ĂŠxito. El conjunto CHP/Sistema de CalefacciĂłn de Distritos localizado en las Oficinas Municipales ha dado como resultado una reducciĂłn de un 60% en las emisiones de CO2, y de un 40% en el uso de combustible fĂłsil. Los costes energĂŠticos tambiĂŠn se han reducido. La reducciĂłn en las emisiones de CO2 es equivalente a la cantidad empleada por aproximadamente 120 hectĂĄreas de selva tropical. El uso de unidades de CHP no es algo nuevo; sin embargo, en las aplicaciones tĂ­picas en hospitales y hoteles, el porcentaje de la demanda elĂŠctrica del edificio suministrada por la unidad de CHP es de un 20% o menor. La caracterĂ­stica principal de la unidad CHP de las Oficinas Municipales es que la electricidad suministrada equivale a la cantidad total empleada por los edificios municipales. Esto se ha hecho posible mediante una carga de calefacciĂłn equilibrada, obtenida mediante el sistema de calefacciĂłn del distrito. La unidad CHP funciona con gas natural. La unidad fue suministrada por la empresa austriaca Jenbacher Enginesysteme AG, y tiene un motor de gas de igniciĂłn por chispa de cuatro tiempos y 20 cilindros. Un intercambiador de calor recupera el calor del tubo de escape del motor y del sistema de refrigeraciĂłn para producir agua caliente. Las tuberĂ­as de

Energía – Transporte - Telemática

Ciudades Históricas

Energy – Transport – Telematics

Historic Cities

calefacción de flujo y retorno del distrito suministran calefacción a varios edificios mediante intercambiadores de calor. La demanda eléctrica máxima se satisface importando electricidad de la red nacional. En los momentos en que la demanda es menor, la electricidad sobrante de la unidad de CHP se pasa a la red nacional. La unidad de CHP tiene una producción eléctrica de 922 kW y una producción térmica de 1.132 kW. La eficacia total es de un 89,3%. La unidad de CHP y el sistema de calefacción del distrito están en funcionamiento desde el 1 de enero de 1997. Posteriormente, en la ciudad de Dublín se ha puesto en funcionamiento este año otro conjunto de CHP/Sistema de Calefacción de Distritos. Durante los próximos años está prevista la puesta en funcionamiento de otros sistemas similares en Dublín. El sistema no hubiera sido posible sin el apoyo de la UE, a través del programa THERMIE. Las ventajas en términos medioambientales son considerables, debido a la notable reducción de las emisiones de CO2 y al uso de combustible fósil. Además, la Corporación Municipal de Dublín y otros propietarios de edificios se han beneficiado de una reducción de los costes energéticos.

Palabras clave: Calefacción y electricidad combinadas, CHP, sistema de calefacción de distrito, cogeneración.

Energรญa โ Transporte - Telemรกtica

Energy โ Transport โ Telematics

Ciudades Histรณricas

Historic Cities

SISTEMAS DE CONTROL DISTRIBUIDO EN LA EDIFICACIร N 3('52 -26e 6$1= +(51ร 1'(=

'LUHFWRU 7pFQLFR ,QJHQLHURV GH 6HJXULGDG \ (OHFWUyQLFD 6 $ ,6(

,QWURGXFFLyQ โ ข Clasificaciรณn de los edificios. โ ข Situaciรณn actual de un edificio. โ ข Bases para el desarrollo de los Sistemas de Gestiรณn de los Edificios. โ ข Justificaciรณn para su implantaciรณn. 6XEVLVWHPDV LQWHJUDGRV HQ XQ VLVWHPD GH JHVWLyQ GH HGLILFLRV Ahorro energรฉtico Climatizaciรณn Iluminaciรณn Control de Ascensores Detecciรณn de gases Seguridad contra incendios Tarificaciรณn Seguridad antiintrusiรณn Supervisiรณn por CCTV Seรฑalizaciรณn y evacuaciรณn Control de Accesos y presencia Control de rondas

โ ข โ ข โ ข โ ข โ ข โ ข โ ข โ ข โ ข โ ข โ ข โ ข

&DUDFWHUtVWLFDV GH ORV VLVWHPDV GH JHVWLyQ GH HGLILFLRV Evoluciรณn Planificaciรณn y ciclos de vida Gestiรณn integral de la informaciรณn Inversiรณn necesaria Inconvenientes Conclusiones

โ ข โ ข โ ข โ ข โ ข โ ข

7HOHJHVWLyQ GHO VLVWHPD ,QIRUPDFLyQ IDFLOLWDGD SRU XQ VLVWHPD GH JHVWLyQ GH HGLILFLRV -XVWLILFDFLyQ GH OD LQYHUVLyQ YHQWDMDV GHO VLVWHPD 6XEVLVWHPDV LQWHJUDGRV &RQWURO HQHUJpWLFR *HVWLyQ GH OD HQHUJtD โ ข Iluminaciรณn

Energía – Transporte - Telemática

Ciudades Históricas

• • •

Climatización y ventilación Otros consumos eléctricos. Ascensores, etc. Grupos electrógenos, UPS etc.

Energy – Transport – Telematics

Historic Cities

Energía – Transporte - Telemática

Energy – Transport – Telematics

Ciudades Históricas

Historic Cities

HERRAMIENTAS PRÁCTICAS PARA EL DESARROLLO DE CIUDADES SOSTENIBLES $/)2162 6(9,//$ *HRKDELWDW

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Desde la Edad de Piedra, los hombres de todas las latitudes han construido sus hogares empleando las técnicas y los materiales disponibles con el objetivo de resolver los problemas que afectaban a sus comunidades en sus épocas específicas. La seguridad, la intimidad, el confort o el reconocimiento social han guiado los mecanismos que han construido lo que hoy en día se conoce como «nuestro entorno construido». Sin embargo, al filo del siglo XXI, han surgido los conceptos de eficacia energética, que se han convertido en esos elementos nuevos que imponen limitaciones inevitables a lo que se percibe como un legítimo deseo de bienestar y altos niveles de confort. A continuación se expone una breve introducción a las herramientas existentes al alcance de todo el mundo para configurar el desarrollo urbanístico dentro del marco sostenible: 3ODQLILFDFLyQ LQIUDHVWUXFWXUDV XUEDQtVWLFDV Se pueden considerar unas cuantas reglas de buena práctica, a pesar de que la planificación urbana se concibe normalmente a los niveles nacional y local, por lo que tiene acciones aplicables específicas. Entre estas reglas «de oro» podemos citar las siguientes: • Facilitar la adopción de mejores criterios de calidad en los edificios nuevos y en aquéllos cuyo equipamiento se modernice, incentivando a constructores y usuarios. •

Promocionar códigos para los edificios locales dirigidos a reducir el consumo energético y a minimizar el impacto medioambiental de las áreas urbanas.

•

Eliminar las regulaciones discriminatorias relacionadas con el uso de energías renovables.

•

Introducir leyes de mejora energética y medioambiental en el plan general de urbanismo cuando éste se revise o actualice.

•

Emplear la zonificación funcional para aumentar la calidad de vida, disminuyendo la polución generada por el transporte urbano. Para este propósito es muy útil fomentar la separación de los modos de transporte, dando prioridad a las vías sin automóviles, o sea, a las pistas para peatones o bicicletas, las líneas de tranvías…

Energía – Transporte - Telemática

Ciudades Históricas

Energy – Transport – Telematics

Historic Cities

Hay dos enfoques que es conveniente considerar en relación con la conservación de la energía, la planificación del terreno y el paisajismo. (GLILFLRV Los edificios consumen el 40% de la energía total consumida en las ciudades. Si se diseñan y construyen apropiadamente, las viviendas deberán temperar por sí mismas los cambios climáticos externos y mantener las condiciones internas cerca de los niveles de confort. Los principales DVSHFWRV GH GLVHxR implicados son: orientación, materiales de construcción, zonificación interna, patrones de ventilación y conceptos de iluminación natural. Mediante un proceso de diseño apropiado que considere los aspectos mencionados, se puede lograr una importante reducción del consumo de energía, especialmente en lo relacionado con la calefacción y la refrigeración del espacio. Siempre que sea posible, y especialmente en los casos de modernización del equipamiento de grandes áreas urbanas, se recomienda volver a usar los materiales de derribo. 5HVLGXRV El tratamiento de los residuos municipales requiere un principio de integración, evitación de la producción de residuos, reciclaje de los materiales de desecho y conversión del material orgánico en abono. Deben aplicarse las siguientes pautas: • Evitación de la producción de residuos mediante la adopción de medidas para la reducción de los tipos y los volúmenes de todas las categorías de residuos.

•

Máxima separación de los residuos en el lugar de origen y recuperación de materiales mediante la clasificación mecánica durante una fase posterior en el área de eliminación de residuos. Esto es claramente aplicable en el ámbito doméstico, pues los residuos domésticos contienen varios componentes que deberían recogerse separadamente, bien porque pueden ser un obstáculo para el tratamiento convencional o porque pueden volverse a usar.

$JXD Para mantener un nivel de vida aceptable, una sociedad debe suministrar a sus miembros aproximadamente 30 metros cúbicos de agua por persona y año para el consumo doméstico directo. Las agencias encargadas de la gestión del agua pueden considerar las siguientes estrategias: &RQVHUYDFLyQ Uno de los métodos menos costosos y más eficaces para satisfacer las demandas de agua consiste en mejorar el uso del suministro existente mediante la aplicación de los modernos dispositivos de conservación y ahorro de agua en el hogar. En las áreas urbanas, la conservación se relaciona con el control de las filtraciones de los medios de suministro de agua, la gestión apropiada de las especies y el riego de las zonas verdes, y la reducción del consumo doméstico de agua. 5HFLFODMH El reciclaje es particularmente conveniente en las industrias, en las que se pueden emplear aguas de diferentes calidades para distintos propósitos y, así, posibilitar el reciclaje interno del agua. 5HXWLOL]DFLyQ GHO DJXD Las aguas residuales municipales pueden emplearse en otro ciclo de uso de diferentes maneras. Si hay el suficiente terreno cultivado cerca del asentamiento urbano y el agua es depurada convenientemente, las aguas residuales pueden emplearse para el riego de cultivos o zonas paisajísticas.

Energía – Transporte - Telemática

Energy – Transport – Telematics

Ciudades Históricas

Historic Cities

Con un proceso de depuración adecuado, estas aguas pueden utilizarse para recargar el agua freática y para diversas actividades, tales como lagos recreativos, refrigeración industrial, lavado de automóviles o lavanderías comerciales. El agua de la refrigeración industrial es una demanda normal que a veces puede satisfacerse mediante agua recuperada: el atractivo del agua recuperada dependerá de la calidad relativa del agua potable y recuperada. 7UDQVSRUWH El transporte representa un 30% del consumo energético total de los países desarrollados. Se puede decir que las ciudades modernas están dominadas por el automóvil, que es propulsado por motores de combustión interna cuyas emisiones son altamente contaminantes y que tienen una baja eficacia energética (aproximadamente un 20%). Las siguientes ordenanzas podrían mitigar el problema restringiendo el uso de automóviles privados, y están siendo promulgadas en cada vez más ciudades: • Crear áreas sin automóviles. •

Fomentar sistemas de transporte público más eficaces y coordinados.

•

Introducir vehículos de baja emisión o emisión cero en las flotas de autobuses; usar tranvías.

•

Dedicar calles al uso exclusivo de bicicletas.

•

Restringir las plazas de aparcamiento.

7HFQRORJtDV HQHUJpWLFDV Además de las medidas para el ahorro de energía citadas anteriormente relacionadas con el bajo consumo, tanto en los edificios como en el transporte, también hay otras posibilidades generales: ,QFUHPHQWR GH OD HILFDFLD GH OD WUDQVIRUPDFLyQ HQ HO FLFOR HQHUJpWLFR Para ello se debe reducir el número de conversiones y minimizar las pérdidas de energía en la medida de lo posible. Como buenos ejemplos de esto, hay que mencionar las centrales eléctricas de ciclo combinado y las de calefacción y electricidad combinadas. En cuando a los edificios, cuando haya garantizada una demanda de calefacción constante pueden emplearse sistemas de cogeneración. Estos sistemas pueden ponerse en funcionamiento bien en plantas centralizadas con redes de calefacción/refrigeración de distritos o en unidades de pequeña escala que abastezcan sobre todo a edificios terciarios. 8WLOL]DFLyQ GH IXHQWHV GH HQHUJtD PiV OLPSLDV Dentro de las fuentes de energía no renovable, el paso más urgente consiste en cambiar del petróleo o el carbón al gas natural. El siguiente paso es la introducción de las llamadas energías renovables, tales como la fotovoltaica, la térmica solar (ya considerada para los edificios en la idea de arquitectura bioclimática), la eólica, la de la biomasa o la mareomotriz.

3DODEUDV FODYH desarrollo sostenible, planificación urbanística consciente, ahorro de energía, gestión del agua, control de residuos, tráfico.

Energía – Transporte - Telemática

Energy – Transport – Telematics

Ciudades Históricas

Historic Cities

LOS SISTEMAS DE INFORMACIÓN GEOGRÁFICA (GIS) PARA LA PLANIFICACIÓN DEL PATRIMONIO CULTURAL: UN RECURSO PARA LOS MUNICIPIOS 0$852 6$/9(0,1, /DERUDWRULR GL VLVWHPL LQIRUPDWLYL WHUULWRULDOL H DPELHQWDOL /$%6,7$ ± 'LSDUWLPHQWR GL &DUDWWHUL GHJOL (GLILFL H GHOO $PELHQWH ± 8QLYHUVLWj GL 5RPD /D 6DSLHQ]D 5HVXPHQ El uso de los sistemas de información geográfica (GIS) para las actividades de planificación pública es una de las oportunidades más interesantes y estimulantes que tiene la comunidad relacionada con los GIS. Esto es especialmente cierto en el caso de la planificación de ciudades y entornos con características culturales, históricas, administrativas y físicas únicas y bastante complejas. En relación con los centros históricos, son evidentes la enorme complejidad de los asentamientos humanos y la dificultad que entraña su modelado. Estas consideraciones son particularmente ciertas en los países europeos, pues al llevar a cabo la planificación con técnicas de GIS hay que tener en cuenta aspectos históricos, sociodemográficos, económicos, políticos y operativos. La planificación de los centros históricos cambió profundamente después de los años sesenta, como consecuencia de las modificaciones que sufrieron las políticas y la gestión de los municipios, las nuevas tendencias de la participación pública y de los intereses ambientales, y el desarrollo de la tecnología de la información y la comunicación. De una planificación física y arquitectónica conservadora, pasamos repentinamente a una planificación de infraestructuras, sistemas y objetos. Actualmente, y más que en el pasado, el centro histórico de una ciudad debe considerarse como un componente de un sistema de hábitat más complejo, que es el área urbana, el área metropolitana o la región. A este componente, el centro histórico, ya no se le pueden aplicar los principios de diseño de la planificación arquitectónica y ciudadana física tradicional, sino que es necesario un nuevo enfoque que garantice la acomodación de todas las funciones que hay en el interior de su compleja realidad. Es un gran reto para los sistemas de información geográfica, al que tendrán que enfrentarse sobre la base de una definición y un uso inteligentes de los datos y de la información geográfica, y de un enfoque positivo de la resolución de problemas guiado por las necesidades reales de la planificación, evitando enfoques puramente estéticos e ideas extravagantes del diseño de las ciudades que a menudo siguen los planificadores.

http://www.uniroma1.it/DICEA/GIS_LAB.HTM

Energía – Transporte - Telemática

Energy – Transport – Telematics

Ciudades Históricas

Historic Cities

SISTEMAS DE MANTENIMIENTO INTEGRAL DE EDIFICIOS HISTÓRICOS $1721,2 &257e6 ,=48,(5'2 -HIH GH 'LYLVLyQ GH 0DQWHQLPLHQWR 6,(06$

5HVXPHQ Muchos planteamientos referente a mantenimiento de edificios tienen que rediseñarse cuando los edificios a mantener son “históricos”. Ello se debe a que entran en juego nuevos aspectos que un mantenedor debe considerar al inicio de sus trabajos. Los puntos que pueden interferir en el arranque de un mantenimiento de edificio histórico los podemos concretar en los siguientes:

• • • • • • • • • • • •

Los Servicios Arquitectónicos Preparación de planos Estudio de materiales Formación Entrenamiento de personal Análisis de estructuras Inventario de elementos Registros. Documentación Plan de mantenimiento Asistencia técnica. Garantía Estudios de conservación Conservación histórica del paisaje

Energía – Transporte - Telemåtica

Energy – Transport – Telematics

Ciudades HistĂłricas

Historic Cities

INGENIERĂ?A DE MANTENIMIENTO Y GESTIĂ“N DEL PATRIMONIO HISTĂ“RICO UNA REFLEXIĂ“N SOBRE LAS LEYES DE CONTRATACIĂ“N DE LAS ADMINISTRACIONES PĂšBLICAS )5$1&,6&2 /8,6 *$5&Ă‹$ $+80$'$ 'LUHFWRU GHO 'HSDUWDPHQWR GH 6LVWHPDV GH $SR\R D ([SORWDFLyQ 'LYLVLyQ GH ,QWHUJUDFLyQ GH 7HFQRORJtDV ,%(5'52/$ ,QJHQLHUtD \ &RQVXOWRUtD ,%(5,1&2

5HVXPHQ

Dentro del concepto de gestiĂłn integrada del patrimonio, conocido como Facility Management, el apartado de mantenimiento es bĂĄsico para poder establecer la disponibilidad del modelo, que va a repercutir en la imagen del patrimonio para los clientes (turistas, usuarios,...). La IngenierĂ­a de Mantenimiento se ha revelado como una poderosa arma para poder establecer polĂ­ticas adecuadas de mantenimiento del Patrimonio HistĂłrico, que permitan optimizar el modelo de costes simultĂĄneamente con el de disponibilidad y de seguridad, a su vez al contemplar de forma integrada la gestiĂłn del modelo patrimonio se podrĂĄn establecer sinergias con otros servicios. Para lo que se necesita una herramienta que permita establecer claramente el punto de partida asĂ­ como el diagnĂłstico de situaciĂłn del modelo, esta herramienta es la AuditorĂ­a de GestiĂłn de Mantenimiento del Modelo. Es necesario analizar la eficiencia del sistema, introduciendo conceptos tales como el de ExternalizaciĂłn Integral de la OperaciĂłn y Mantenimiento del Modelo. Esta nueva situaciĂłn implica contemplar estos nuevos puntos de vista en la contrataciĂłn por parte de las Administraciones PĂşblicas.

IBERDROLA, IngenierĂ­a y ConsultorĂ­a, tambiĂŠn denominada IBERICO, fuĂŠ creada en 1994. Integra las capacidades y recursos de IBERDROLA y de las empresas de su grupo indurtial relacionadas con la ingenierĂ­a.

Energía – Transporte - Telemática

Energy – Transport – Telematics

Ciudades Históricas

Historic Cities

PROYECTO DE VIABILIDAD PARA LA ELIMINACIÓN DE LÍNEAS AÉREAS ELÉCTRICAS, DE TELEFONÍA, TELEGRAFÍA Y ANTENAS EN EL CASCO HISTÓRICO DE LA CIUDAD DE TOLEDO -8$1 ,*1$&,2 '( 0(6$ 58,= 3UHVLGHQWH GH OD &RPLVLyQ GH *HUHQFLD GH OD 5HDO )XQGDFLyQ GH 7ROHGR -(6Ò6 &$552%/(6 'LUHFWRU GHO (VWXGLR 6REUH HO ,PSDFWR $PELHQWDO \ $UTXHROyJLFR 5HVXPHQ Promovido por la Real Fundación de Toledo y con la participación de las administraciones públicas, Iberdrola y Telefónica, este estudio, terminado en 1994, fue pionero en España. Su intención era servir de proyecto piloto en Toledo para, una vez experimentado, ser aplicado en ciudades históricas del mismo carácter. Su objetivo va mucho más allá de la simple eliminación de elementos que inciden negativamente en el paisaje urbano, realizándose en él un amplio estudio de las futuras comunicaciones, situando a Toledo en la vanguardia gracias a las posibilidades que contempla. El proyecto analiza la viabilidad de su ejecución desde los siguientes puntos de vista: técnico, medioambiental y arqueológico, jurídico, de financiación e inversión.

La Real Fundación de Toledo se constituyó en 1988, bajo la presidencia de Honor de S.M. El Rey, con el fin de contribuir a la conservación, revitalización y difusión de los valores históricos y culturales de Toledo.

Energía – Transporte - Telemática

Energy – Transport – Telematics

Ciudades Históricas

Historic Cities

EFECTOS DE LOS NUEVOS EDIFICIOS Y SERVICIOS SOBRE EL PATRIMONIO ARQUITECTÓNICO Y SUBTERRÁNEO DE DUBLÍN '$,5( 2¶5285.( &LW\ DUFKHRORJ\VW 'XEOLQ &RUSRUDWLRQ

5HVXPHQ Dublín es una ciudad con 1.000 años de historia. La ciudad fue fundada por piratas y comerciantes vikingos en el siglo IX, y ha continuado desarrollándose y evolucionado durante el último milenio. El pasado de Dublín yace unos metros bajo tierra, y ha permanecido intacto en su mayor parte hasta finales de este siglo, cuando el ERRP económico que está experimentando Dublín ha supuesto la necesidad de un enorme desarrollo. Este desarrollo se lleva a cabo en mayoritariamente en el núcleo interno, que forma el centro de la ciudad medieval y en el que predominan las construcciones en estado ruinoso. Los nuevos edificios, que requieren una gran cantidad de cimientos y servicios, han afectado gravemente a la arqueología subyacente, pero también han ofrecido oportunidades de investigación. Nuestro conocimiento de la ciudad medieval se ha multiplicado por cien en los últimos veinte o treinta años. Debido a la naturaleza del desarrollo, también ha evolucionado la tecnología necesaria para el desarrollo de técnicas de cimentación que minimicen el impacto sobre los estratos arqueológicos. Ahora la técnica de construcción preferida es el apilamiento de impacto mínimo. El desarrollo sostenible, tal y como se describe en la Agenda 21, también ha tenido grandes efectos sobre la arqueología subterránea. Mediante la conservación del patrimonio arquitectónico no sólo se protegen esos edificios, sino también lo que yace debajo de ellos. El patrimonio arquitectónico de Dublín es principalmente georgiano, es decir, de mitades del siglo XVIII en adelante. No obstante, también sobreviven edificios de finales del siglo XVI y del siglo XVII, aunque a menudo éstos han sufrido numerosas intervenciones con el transcurso de los años. Junto con esto hay aspectos de torres medievales y de la muralla de la ciudad medieval, restos del patrón medieval y posterior de las calles, que también son parte integral del patrimonio de cualquier ciudad. Esta ponencia propone tratar los aspectos prácticos de los efectos que pueden tener las nuevas tecnologías sobre la ciudad medieval en sus calles, su patrimonio arquitectónico y sus depósitos arqueológicos subterráneos.

Energía – Transporte - Telemåtica

Energy – Transport – Telematics

Ciudades HistĂłricas

Historic Cities

TECNOLOGĂ?AS DE EMISIONES ULTRABAJAS PARA EL TRANSPORTE URBANO & /20%$5', 5 5,12/), ( 92/3, &HQWUR GH ,QYHVWLJDFLyQ GH )LDW Âą , ' GH 0RWRUHV ,WDOLD 5HVXPHQ En este trabajo se describen y comentan los lĂ­mites obligatorios de las emisiones de los tubos de escape de EURO, los lĂ­mites mĂĄs severos del ComitĂŠ de Europeo de VehĂ­culos Experimentales, que tendrĂĄn incentivos fiscales de los estados miembros de la Comunidad Europea, los objetivos relacionados con las emisiones del proyecto TrĂĄfico Alternativo en las Ciudades, y los lĂ­mites de SULEV (6XSHU /RZ (PLWWLQJ 9HKLFOHV, VehĂ­culos con nivel superbajo de emisiones) y ZEV (=HUR (PLVVLRQ 9HKLFOHV, VehĂ­culos de emisiĂłn cero). Se presentan las nuevas tecnologĂ­as que se estĂĄn desarrollando para reducir los contaminantes existentes en los gases de escape de motores de gasolina y diesel. Los motores de ciclo Otto de gas natural parecen ser la tecnologĂ­a mĂĄs prometedora y disponible para obtener una mejora enorme y muy rĂĄpida de la calidad del aire de las ciudades, con un coste razonable en comparaciĂłn con otros sistemas de propulsiĂłn, tales como los hĂ­bridos y los de pilas de combustible. Se describen las tecnologĂ­as bĂĄsicas de los motores de gas comprimido natural, del sistema de almacenamiento de combustible a bordo, del sistema de alimentaciĂłn de gas y del sistema de postratamiento con catalizador de tres vĂ­as. Se presentan algunos ejemplos de motores dedicados y bicombustible para aplicaciones ligeras y de alto rendimiento. Se discute el potencial de estos vehĂ­culos de gas comprimido natural de primera generaciĂłn para satisfacer los lĂ­mites europeos de emisiones de las etapas 2000 y 2005. Una segunda generaciĂłn de vehĂ­culos de gas comprimido natural, actualmente en fase de desarrollo, podrĂĄ lograr niveles de emisiones incluso mĂĄs bajos, y mejorar al mismo tiempo la eficacia. Esto serĂĄ posible gracias al uso de sistemas de postratamiento diseĂąados especĂ­ficamente para el metano y al desarrollo de estrategias de control del motor para configuraciones estequiomĂŠtricas y de mezcla pobre.

Energía – Transporte - Telemática

Energy – Transport – Telematics

Ciudades Históricas

Historic Cities

VEHÍCULOS HÍBRIDOS EN LAS CIUDADES HISTÓRICAS PROYECTO THERMIE “BELT” 0,*8(/ )5$,/( ± )5$1&,6&2 * %$/0$6 ,9(&2 3(*$62

5HVXPHQ En el mundo occidental la necesidad de transporte, tanto de personas como de mercancías, es proporcional al nivel de desarrollo de cada país, siendo por tanto el transporte un factor muy importante de consumo energético. En la Unión Europea en concreto, el transporte utiliza un tercio del total de energía consumida, y dentro del transporte, el 84% corresponde al transporte por carretera. En el lado negativo, la utilización de vehículos automóviles produce un impacto medioambiental, tanto en el aspecto de emisiones por los gases de escape como de emisiones acústicas, en principio proporcional a la energía consumida, por lo que en líneas generales tendremos que un tercio de la contaminación es generada por el transporte. Evidentemente, a nivel de la propia Comisión Europea, el problema generado por la contaminación representa uno de los grandes retos y objetivos. En este sentido se van dictando normativas anticontaminación para vehículos cada vez más exigentes, procurando que los vehículos sean cada vez más respetuosos con el medio ambiente. Hoy día, con la normativa conocida como EURO2 en vigor, los vehículos contaminan un tercio que hace tan sólo diez años, y las próximas normativas EURO3 y sucesivas harán bajar aún más estos niveles. Sin embargo estas normativas se hacen pensando en el transporte en general, y no acaban de tener en cuenta las propias necesidades de los grandes núcleos urbanos, tanto por la propia incidencia en la calidad de vida de los propios ciudadanos, como por el impacto local que la contaminación tiene en los patrimonios históricos. Así, a pesar de que los nuevos vehículos con propulsiones tradicionales vayan cumpliendo normas cada vez más estrictas, esto no es suficiente para aliviar los niveles de contaminación de los núcleos urbanos. Es en este aspecto, donde las autoridades locales tienen un gran papel a jugar, bien con la aplicación de medidas políticas (restricción del tráfico privado, aparcamientos disuasorios, transporte público, etc.), con medidas de disposiciones especiales o normativas anticontaminación de carácter local, o con la aplicación de medidas técnicas como es el uso y empleo de vehículosde vehículos de mínimo impacto ambiental. El Proyecto Thermie “BELT” pretende demostrar la viabilidad de utilización de vehículos puramente eléctricos (tamaño pequeño) o híbridos (tamaño medio), para todo tipo de servicios públicos en los centros históricos de las ciudades, y en este caso concreto se realizan diversos ensayos de demostración como vehículos de apoyo a las respectivas flotas de autobuses urbanos de las ciudades de Salamanca y Génova. El proyecto incluye otros aspectos innovativos tales como la utilización de puntos de servicio de recarga rápida para las baterías, con objeto de extender al máximo la autonomía en

Energía – Transporte - Telemática

Ciudades Históricas

Energy – Transport – Telematics

Historic Cities

modo eléctrico o de Cero Emisiones, así como la evaluación comparativa para ambos tipos de vehículos, comparados con su equivalente diesel. El objetivo final de este proyecto es la demostración de que ciudades históricas como las citadas, con elevados niveles de contaminación y un patrimonio cultural e histórico a proteger, pueden mejorar su medio ambiente sin disminuir su movilidad usando este tipo de vehículos.

Energía – Transporte - Telemática

Energy – Transport – Telematics

Ciudades Históricas

Historic Cities

PROYECTOS THERMIE EN EL ENTORNO HISTÓRICO DE SALAMANCA )5$1&,6&2 $/%$55È1 &RQFHMDO GH 7UDQVSRUWHV $\XQWDPLHQWR GH 6DODPDQFD

5HVXPHQ Los problemas de congestión del tráfico, así como el ruido se vuelven especialmente agudos en áreas o zonas metropolitanas. Junto a los problemas humanos que ello genera tanto por la limitación de movilidad, como de salud, las ciudades con un alto patrimonio histórico incrementan su preocupación por el hecho de que a las anteriores problemáticas de contaminación y movilidad a los propios ciudadanos, se sume el efecto tan dañino que se experimenta en el propio patrimonio histórico y cultural como es el caso de Salamanca considerado como Patrimonio Histórico. Ante esta problemática diversa y compleja, el Ayuntamiento de Salamanca decidió promover una serie de acciones y proyectos diversos, que van desde la reordinación y regulación del tráfico, la peatonalización del Centro Histórico, la incorporación de programas y tecnologías telemáticas, y muy especialmente en la decisión de incorporar un transporte urbano de energías propulsoras realmente limpias, tanto en el que afecta al transporte colectivo de personas, como a otros tipos de transporte municipal. Este transporte limpio representa por otra parte el esfuerzo para conseguir también un transporte colectivo de pasajeros de máxima calidad y eficiencia, incorporando con ellos los últimos desarrollos y tecnologías en lo que respecta a confort, seguridad y accesibilidad (piso superbajo integral). Para conseguir y garantizar estos ambiciosos objetivos, el Ayuntamiento de Salamanca, consciente de la complejidad de los proyectos, apostó por incluirlos dentro del marco de la Comunidad Europea en un programa de prestigio y acreditación como es el programa THERMIE. La aprobación reciente en la Comunidad Europea de dos Proyectos THERMIE: Proyecto ENTIRE Proyecto BELT confirman a Salamanca en la validez y calidad de los proyectos participados y presentados, así como de los objetivos asumidos por el propio Ayuntamiento, junto con otros diversos países Comunitarios. En el proyecto THERMIE “ENTIRE”, las actuaciones dentro de la ciudad de Salamanca se centran en la implementación de una flota de cinco autobuses propulsados por Gas Natural. En dicha experiencia, junto al papel de coordinador para la ciudad de Salamanca del propio Ayuntamiento de Salamanca, colaboran y participan la sociedad “6DODPDQFD GH WUDQVSRUWHV”, como la empresa que usará gestionará dichos autobuses, “,9(&2 3(*$62” como responsable del desarrollo y fabricación de estos autobuses GNC de última tecnología, y de “*DV &DVWLOOD” como suministrador del gas natural para los autobuses, así como de las propias infraestructuras de llenado. En el segundo proyecto THERMIE, “BELT”, el proyecto incluye la demostración de la viabilidad de la utilización de tecnologías de propulsión eléctrica o híbridas para determi-

Energía – Transporte - Telemática

Ciudades Históricas

Energy – Transport – Telematics

Historic Cities

nados servicios públicos en entornos históricos. Junto al Ayuntamiento de Salamanca, participan dentro del área de Salamanca “IVECO-PEGASO”, responsable del desarrollo y fabricación del vehículo, y “Salamanca de Transportes” para uso y empleo como vehículo de apoyo a la flota de autobuses. En los dos proyectos está prevista la colaboración junto al Ayuntamiento de la Universidad de Salamanca, dentro de los necesarios estudios de balances energéticos y rendimientos que este tipo de transporte implicará. A lo largo de 1999, estas experiencias se harán realidad al incorporarse a su uso y empleo en la ciudad de Salamanca. Creemos que con ello aportamos un beneficio importante que contribuirá de una manera muy significativa a minimizar los efectos contaminantes que tanto perjudican a las personas como a un patrimonio cultural e histórico cuyo legado debemos de proteger. Por otra parte entendemos que estas experiencias servirán de base y apoyo a otros entornos y ciudades de España con problemáticas y objetivos similares a nosotros.

Energía – Transporte - Telemåtica

Energy – Transport – Telematics

Ciudades HistĂłricas

Historic Cities

LAS ENSEÑANZAS DEL PROYECTO JUPITER CÓMO LOGRAR AHORROS ENERGÉTICOS Y MEJORAS MEDIOAMBIENTALES A TRAVÉS DE MEDIDAS RELACIONADAS CON LOS TRANSPORTES

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5HVXPHQ $QWHFHGHQWHV En 1992, la ComisiĂłn Europea, a travĂŠs del programa de ahorro de energĂ­a THERMIE, lanzĂł una convocatoria de propuestas para proyectos focalizados para la integraciĂłn de una serie de medidas con las mejores tecnologĂ­as disponibles para la mejora y promociĂłn del transporte pĂşblico en ciudades de mediano tamaĂąo. El mayor de los tres proyectos seleccionados fue el proyecto JUPITER, en el que participaban seis ciudades y se ponĂ­an en prĂĄctica diversas medidas que cubrĂ­an diversos tamaĂąos, estructuras y condiciones medioambientales. &RQWH[WR El transporte es uno de los principales usuarios de energĂ­a en las sociedades modernas, con una demanda cada vez mayor. El consumo de energĂ­a del sector del transporte se doblĂł entre 1960 y 1994. Actualmente, este sector consume aproximadamente un tercio de toda la energĂ­a de Europa, y esta proporciĂłn del consumo total de energĂ­a sigue aumentando. Se prevĂŠ que en el aĂąo 2020 el consumo de energĂ­a del transporte habrĂĄ aumentado otro 35% en comparaciĂłn con su nivel de 1995, mientras que el total de energĂ­a consumida por todos los sectores aumentarĂĄ un 24%. La iniciativa JUPITER se puso en marcha en este contexto para determinar el impacto positivo que podrĂ­a tener un paquete innovador de medidas relacionadas con el transporte sobre el consumo de energĂ­a y sobre el medio ambiente. -83,7(5 -RLQW 8UEDQ 3URMHFW LQ 7UDQVSRUW (QHUJ\ 5HGXFWLRQ 3UR\HFWR 8UEDQtVWLFR &RQMXQWR SDUD OD 5HGXFFLyQ GHO &RQVXPR (QHUJpWLFR GHO 7UDQVSRUWH

Las ciudades en las que se llevó a cabo el proyecto JUPITER fueron: — Aalborg (Dinamarca) — Bilbao (Espaùa) — Florencia (Italia) — Gent (BÊlgica) — Liverpool (Reino Unido) — Patra El objetivo común del proyecto consistió en analizar las experiencias específicas de cada årea de aplicación y extraer conclusiones que pudieran aplicarse a otras situaciones urbanas de Europa. Se estableció una metodología de evaluación que pudiera aplicarse a diversas medidas de diferentes núcleos urbanos. Ademås, JUPITER pretendía difundir lo aprendido en todos los estados miembros europeos, para maximizar las enseùanzas que pueden deri-

Energía – Transporte - Telemática

Ciudades Históricas

Energy – Transport – Telematics

Historic Cities

varse de la transferencia de las diversas experiencias. La inversión total en JUPITER fue de 62 millones de ECUS, de los cuales el programa THERMIE aportó el 21%. 0HGLGDV La característica innovadora de JUPITER (y de otros proyectos de tecnología prioritaria) fue la puesta en práctica de paquetes integrados de estrategias y medidas en forma de proyectos de demostración a gran escala en cada una de las ciudades participantes. La figura 1 muestra el abanico de medidas aplicadas: )LJXUD 0HGLGDV GHO SUR\HFWR -83,7(5 &LXGDG GHO SUR\HFWR -83,7(5 0HGLGDV $DOERUJ %LOEDR )ORUHQFLD *HQW /LYHUSRRO 0HMRUD GH ORV VLVWHPDV GH WUDQVSRUWH S~EOLFR Paradas, estaciones e intercam∇ ∇ ο ∇ ∇ bios Sistemas de información para ∇ ο ο ∇ pasajeros Sistemas automáticos de localizaο ο ο ο ción de vehículos Diseño de vehículos y tecnologías ∇ ∇ ∇ ∇ relacionadas con los combustibles Tarjetas electrónicas y sistemas de ∇ ο pago integrado 0HGLGDV GH JHVWLyQ \ FRQWURO GHO WUiILFR Prioridad del transporte público ο ο ο ∇ ο Control del tráfico urbano y sisο ∇ ο ο temas asociados Restricción del tráfico ο ο ο ο ο Integración de sistemas de control ο ∇ ο ο 3ROtWLFDV GH DSDUFDPLHQWR Sistemas de gestión y guía de ∇ ο ο aparcamiento Park-and-Ride* ο ο ο ∇ 2WUDV PHGLGDV Promoción del transporte público ο ο ο ο ο Accesibilidad de las personas con ∇ ο ο ο ∇ discapacidades relacionadas con la movilidad

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Cada proyecto combinó tecnologías punta con políticas de transporte muy innovadoras en el contexto local. La mayoría de las demostraciones incorporaron nuevas tecnologías de automoción y de combustible con medidas de gestión del transporte, pero se centraron principalmente en estrategias de gestión del transporte que fomentaran el uso de modos de transporte respetuosos con el medio ambiente y frenaran el uso de automóviles privados. 5HVXOWDGRV El proyecto JUPITER demuestra que se pueden lograr considerables reducciones del consumo de energía y de las emisiones de los vehículos mediante proyectos de demostración

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Energía – Transporte - Telemática

Ciudades Históricas

Energy – Transport – Telematics

Historic Cities

que integren tecnologías avanzadas de automoción y de combustibles limpios con medidas de gestión del transporte. &$032 '( (67$ 321(1&,$ Esta ponencia describe en detalle las iniciativas de transporte que se pusieron en práctica en las ciudades participantes en el proyecto JUPITER, y presenta los principales resultados obtenidos en el procedimiento de evaluación. También extrae las principales conclusiones, refiriéndose particularmente a los objetivos de la Conferencia de Salamanca.

Energía – Transporte - Telemåtica

Energy – Transport – Telematics

Ciudades HistĂłricas

Historic Cities

VEHĂ?CULOS DE EMISIĂ“N CERO Y DE BAJA EMISIĂ“N EN LA SOCIEDAD URBANA *867$) /$1'$+/ &RRUGLQDWRU =(86 3URMHFW (QYLURQPHQWDO DQG +HDOWK 3URWHFWLRQ $GPLQLVWUDWLRQ LQ 6WRFNKROP 5HVXPHQ El programa ZEUS, iniciado en rĂŠgimen de colaboraciĂłn por ocho ciudades del norte y el sur de Europa, adquirirĂĄ y pondrĂĄ en funcionamiento mĂĄs de 1.000 vehĂ­culos de emisiĂłn cero y de baja emisiĂłn. El programa incluye coches, furgonetas, autobuses y camiones, asĂ­ como un amplio abanico de combustibles alternativos. Su objetivo es demostrar el papel que desempeĂąan los municipios de las ciudades europeas y los responsables de la industria del transporte en el ĂŠxito futuro de un transporte mĂĄs sostenible en tĂŠrminos medioambientales. Los participantes del programa ZEUS son: Estocolmo (coordinador), Helsinki, Palermo, Atenas/Amaroussion, Bremen, Londres/Coventry, Copenhague y Luxemburgo. Este programa se centra en OD HOLPLQDFLyQ GH ORV REVWiFXORV GHO PHUFDGR que impiden actualmente la comercializaciĂłn masiva de vehĂ­culos de emisiĂłn cero y de baja emisiĂłn. Entre estos obstĂĄculos se encuentran: el alto coste de los actuales vehĂ­culos, la falta de infraestructura relacionada con el combustible y el mantenimiento, el desarrollo insuficiente de la tecnologĂ­a de los vehĂ­culos y la carencia de suficientes incentivos de mercado. Con este proyecto esperamos introducir mĂĄs de 1.000 vehĂ­culos; pero pueden ser muchos mĂĄs despuĂŠs de que finalice la experimentaciĂłn del primer aĂąo. En la siguiente tabla se presentan los distintos tipos de vehĂ­culos y combustibles. &RPEXVWLEOH HĂ­brido ElĂŠctrico LPG, CNG, NGV* Biogases Biocombustibles

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15

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60

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99 42

*LPG: gas licuado de petróleo; CNG: gas natural comprimido; NGV: vehículo de gas natural La hipótesis central de ZEUS es que es necesario que el sector público haga una considerable inversión en vehículos de emisiones bajas y nulas para estimular la inversión en infraestructura para combustibles alternativos y para estructuras de abastecimiento y carga de combustible. Éstas, a su vez, harån que los operadores de flotas de autobuses, taxis y vehículos comerciales puedan optar por cambiar sus vehículos por otros de baja energía sin tener que desarrollar ellos mismos la infraestructura primaria. La infraestructura y varias medidas de apoyo estimularån a los ciudadanos a elegir una alternativa de transporte de baja energía.

Energía – Transporte - Telemática

Ciudades Históricas

Energy – Transport – Telematics

Historic Cities

Todos los participantes en el programa realizarán un seguimiento y una evaluación de los vehículos siguiendo el protocolo establecido por MIRA, un asociado del Reino Unido. El seguimiento incluirá los aspectos técnicos, pero también la aceptación por parte de los usuarios, la comodidad para éstos, etc. (VWDGR DFWXDO GH SURJUHVRV El proyecto ZEUS se inició en septiembre de 1996, y se prolongará hasta mediados del año 2000. El primer hito importante ha sido un proceso común europeo de adquisición de vehículos eléctricos, que logró negociar un precio de compra de una furgoneta eléctrica que era competitivo con el de su contrapartida convencional. Mientras tanto, los proyectos de las ciudades individuales están mostrando resultados estimulantes. En Palermo, una estación de recarga fotovoltaica para vehículos eléctricos ha generado ya suficiente potencia solar limpia para conducir 100.000 kilómetros. En Estocolmo, se han adquirido 300 vehículos propulsados por combustibles alternativos para la flota municipal; estos vehículos sustituirán a otros de gasolina. Copenhague ha adquirido 600 bicicletas más para añadir al parque de bicicletas gratuitas de la ciudad, Atenas está comprando autobuses de gas natural, y Helsinki ha convertido 11 autobuses para que funcionen con gas licuado de petróleo. Luxemburgo está probando el uso de RME (diesel biológico) puro para autobuses, y Londres está fomentando entre terceros la adquisición de vehículos propulsados con combustibles alternativos. Hay disponible un folleto descriptivo del proyecto ZEUS. También puede acudir a nuestro sitio Web en KWWS ZZZ ]HXV HXURSH RUJ

Energía – Transporte - Telemåtica

Energy – Transport – Telematics

Ciudades HistĂłricas

Historic Cities

INSTRUMENTOS PARA LA MOVILIDAD SOSTENIBLE PROYECTO CENTAUR

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2EMHWLYR GHO SUR\HFWR Contribuir a la racionalización del transporte urbano y reducir el consumo de energía y el impacto medioambiental (emisiones contaminantes, ruido...) derivados del uso de medios de transporte motorizado, con una alta proporción de vehículos privados aparte del transporte público. Para ello, los esfuerzos se centran en una cuestión principal, que a su vez es un objetivo doble intermedio: la introducción de vehículos de transporte colectivo respetuosos con el ambiente y la puesta en pråctica coherente de medidas para mejorar el transporte colectivo y, por consiguiente, para estimular un cambio modal desde los automóviles privados hacia el transporte público y otros medios de transporte colectivo. En el proyecto CENTAUR, la planificación de la estrategia de actuación abarca tres campos diferentes. Primeramente, la introducción de vehículos propulsados con combustibles alternativos que reduzcan el consumo de energía y las emisiones contaminantes. En segundo lugar, la puesta en funcionamiento de equipos y sistemas innovadores para la gestión de la movilidad urbana (transporte público y privado). Finalmente, la integración de este nuevo enfoque del transporte con las políticas de uso del terreno urbano y la planificación regional. 'HVFULSFLyQ GHO SUR\HFWR La innovación estå presente en todos los niveles de actuación del proyecto Centauro. 3ULPHUR, se resalta la importancia de la demostración de tecnologías en la flota del transporte urbano: — Nuevas tecnologías para la mejora del funcionamiento, el mantenimiento y la gestión de la energía y las emisiones de los vehículos del Transporte Colectivo (el T.C. incluye el público y otros modos de transporte colectivo). — Vehículos con suministros de energía no eståndares: sistemas elÊctricos (autobuses y taxis), híbridos con baterías, propulsados mediante gas natural comprimido, biocombustibles... 6HJXQGR, se van a emplear tecnologías y sistemas innovadores para poner en pråctica casos específicos de políticas nuevas, que se pueden agrupar de la siguiente forma: — Sistemas integrados de Park-and-Ride (PyR) o gestión de åreas para el cambio modal al T.C. mediante medios de pago innovadores y con suministro de información sobre servicios de T.C. y congestión del tråfico en tiempo real a usuarios y conductores.

Energía – Transporte - Telemática

Energy – Transport – Telematics

Ciudades Históricas

Historic Cities

— Instrumentos centralizados para el seguimiento del tráfico y la polución. — Macrorregulación de semáforos y sistemas de priorización de los servicios de T.C. — Sistemas de seguimiento de los vehículos de T.C. — Equipo para la mejora de los servicios de T.C., sistemas de tarifación y emisión de billetes, información en tiempo real. 7HUFHUR, en el ámbito de la planificación y la provisión de infraestructuras, se estudiará un nuevo enfoque en lo referido a las políticas de gestión del transporte urbano demostradas en las ciudades del proyecto Centauro. La demostración de este plan de gestión del transporte urbano durante DOS AÑOS permitirá, por un lado, determinar cuáles son los beneficios reales, en términos energéticos y medioambientales, derivados del uso de estos sistemas y equipos innovadores, y, por otro, evaluar su eficacia y su interacción con los ciudadanos. En el primer caso, y mediante el uso de una metodología estandarizada en todas las ciudades y dirigida a lograr resultados útiles para evaluar el impacto de estos sistemas y equipo en otras aplicaciones, se cuantificarán los efectos medioambientales siguientes: — Consumo energético de los vehículos y comparación según zonas de aplicación. — Emisiones contaminantes de los vehículos y comparación según zonas de aplicación: CO2, CO, NOx, HC, SOx, PM. — Contaminación acústica. — Aceptación social y de los usuarios de las medidas innovadoras. Para obtener esos resultados es necesaria, a su vez, la evaluación de los efectos del tráfico urbano sobre el transporte tanto privado como público: congestión de las carreteras afectadas, velocidad de circulación, aumentos del número de usuarios. Todos estos beneficios quieren demostrar que el plan de Centauro permite una organización más racional de la movilidad urbana. 3HULRGR GH GHVDUUROOR El proyecto CENTAURO se inició en noviembre de 1996, y tiene prevista su finalización en junio de 1999. (VWDGR GH ORV SURJUHVRV El estado de los progresos de las medidas del proyecto Centauro varía de unas a otras, pero muchas de ellas están en fase de evaluación. 5HVXOWDGRV Ya se han obtenido los primeros resultados. La mayoría de las medidas ya se han puesto en práctica, y muchas de ellas están evaluándose. /LWHUDWXUD SXEOLFDGD En marzo de 1998 se publicó un folleto. En diferentes publicaciones de varios países han aparecido muchos artículos sobre la puesta en práctica de las medidas del proyecto Centauro. También se han presentado ponencias y se han dado conferencias sobre el proyecto Centauro en congresos y reuniones específicos.

Energía – Transporte - Telemática

Ciudades Históricas

Energy – Transport – Telematics

Historic Cities

8VXDULRV SRWHQFLDOHV Las ciudades participantes en el proyecto están demostrando las medidas que integran el plan del proyecto Centauro, centradas en la racionalización del transporte urbano mediante tecnologías innovadoras. El éxito de la puesta en práctica de esos sistemas, vehículos y tecnologías, y la difusión de sus efectos y resultados (básicamente ahorros energéticos y medioambientales y el logro de un cambio modal), atraerá el interés de ayuntamientos y operadores de T.P., así como el de compañías privadas que están considerando su explotación comercial.

Energía – Transporte - Telemåtica

Energy – Transport – Telematics

Ciudades HistĂłricas

Historic Cities

LA PROBLEMĂ TICA DEL TRANSPORTE EN EL CENTRO HISTĂ“RICO DE VARSOVIA

0,(&=<6/$: 5(.1,6 6XEGLUHFWRU GHO 'HSDUWDPHQWR GH 8UEDQLVPR $\XQWDPLHQWR GH 9DUVRYLD 5HVXPHQ 9DUVRYLD FDSLWDO GH 3RORQLD 5HVXPHQ KLVWyULFR — Varsovia no es la mås antigua de las ciudades polacas. Fundada en 1300 cerca del castillo ducal existente, se le dio la categoría de capital del ducado de Mazowsze, una provincia muy importante del reino, a finales del siglo XV. — La ciudad fue nombrada capital en 1596 por Zygmunt III Waza. — En el siglo XVIII, durante el reinado del rey Stanislaw August Poniatowski, Varsovia se convirtió en la capital en el sentido estricto del tÊrmino, y pasó a ser el centro político, económico y cultural del país. — Con la caída política de la República en el siglo XIX, Varsovia perdió su categoría de capital. — En 1918, Varsovia pasó de nuevo a ser la capital de un país que acababa de renacer. — En 1925, Varsovia alcanzó la cifra de un millón de habitantes. — Tras la Segunda Guerra Mundial, la ciudad quedó destruida en casi su totalidad. — En 1955, la población de Varsovia alcanzó de nuevo el millón de habitantes. — Ocho aùos despuÊs, se finalizó la reconstrucción de la Ciudad Antigua. — En 1980, la UNESCO incluyó a la Ciudad Vieja en la lista del patrimonio mundial. — En 1984, se abrió el Castillo Real de Varsovia, despuÊs de los trabajos de reconstrucción. — Desde 1989, el råpido desarrollo de Varsovia ofrece muchísimas oportunidades nuevas para los negocios, el gobierno nacional y local, y los habitantes. %UHYH GHVFULSFLyQ GH OD FLXGDG — Varsovia tiene 1.630.000 habitantes y, a pesar de ser la mayor ciudad de Polonia, es una de las capitales europeas mås pequeùas (en cuanto a población, Varsovia estå cerca de Viena y Praga, pero concentra una proporción mucho mås pequeùa de la población del país que las otras dos ciudades: aproximadamente el 6,5% de la población total). — Ocupa un årea de 494 km2 y estå situada en ambas riberas del río Vístula, que fluye a travÊs de ella.

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Ciudades Históricas

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— La ciudad de Varsovia comprende once comunas, que tienen un alto grado de independencia. La mayor, tanto en lo que se refiere a población como a extensión, es la Comuna del Centro de Varsovia. — El ámbito de actividades del Ayuntamiento de Varsovia incluye problemas de: • planificación del desarrollo y estrategia de gestión; y • actividades públicas, particularmente las relacionadas con la infraestructura, muy importante para toda la ciudad. 'HVDUUROOR GH 9DUVRYLD Varsovia tiene un gran potencial favorable para el desarrollo, debido a los siguientes factores: — La excelente situación geográfica, sobre la ruta europea Este-Oeste. — La función de capital de un estado. — Atractivo para los promotores. — La mayor concentración de personas del país con educación superior. — El mayor núcleo académico de Polonia: aproximadamente 72.000 estudiantes reciben formación en 28 instituciones de educación superior (universitaria), lo que supone el 17% de todos los estudiantes de Polonia. — La mayor concentración de especialistas científicos del país, lo que incluye el 30% del total de investigadores científicos y personal docente. Aparte de los factores favorables para el desarrollo, también hay otras circunstancias que lo limitan, que se enumeran a continuación: — La disminución del tamaño de la población. — Dificultades para la gestión eficaz de la ciudad. — El presupuesto de la ciudad disminuye en relación con las necesidades. — Problemas no regulados relacionados con la propiedad del terreno. 3ODQLILFDFLyQ GHO WUDQVSRUWH XUEDQR — El nuevo Plan General de Urbanismo Varsovia fue aprobado por el Ayuntamiento de Varsovia el 28 de septiembre de 1992. — El Ayuntamiento de Varsovia aprobó el plan, aunque al mismo tiempo recomendó la preparación de la Verificación del Sistema de Transportes. La razón de esta recomendación era una tendencia muy adversa en el desarrollo del sistema de transportes de Varsovia. El número de automóviles crecía muy rápidamente, a pesar de que, al mismo tiempo, la infraestructura de transportes seguía deteriorándose y disminuía la calidad del transporte colectivo. Los desplazamientos dentro de la ciudad se habían hecho muy difíciles. Aumentaba la congestión de las calles, al igual que el tiempo de los desplazamientos, y surgía de forma aguda el problema del aparcamiento. 3ROtWLFD GH WUDQVSRUWHV SDUD OD FLXGDG GH 9DUVRYLD — Las autoridades locales de Varsovia se han enfrentado a la necesidad de emprender acciones globales en contra de los factores mencionados.

Energía – Transporte - Telemática

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Ciudades Históricas

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— La preparación de la Política de Transportes de Varsovia fue una tarea muy importante de la Verificación. — El 27 de noviembre de 1995, el ayuntamiento de Varsovia aprobó la resolución sobre política de transportes basada en la estrategia de desarrollo sostenible del sistema de transportes. — El objetivo de esta estrategia consiste en garantizar una subdivisión de las tareas de los transportes público y privado que impida que el tráfico de vehículos exceda la capacidad medioambiental del sistema en cualquier parte de la ciudad. El elemento básico de esta estrategia es la prioridad del transporte de masas, especialmente en el área central y corredores seleccionados. 0HGLRV GH SURWHFFLyQ GHO SDWULPRQLR KLVWyULFR HQ OD SROtWLFD GH WUDQVSRUWHV — Fomento de la concentración de puestos de trabajo y servicios en el centro y áreas con un buen servicio de transporte público, especialmente aquellas próximas a transportes sobre carriles (tren, metro, tranvía). — Fomento de cambios de función (residencial, trabajo, servicios, recreo) que limiten la necesidad de realizar grandes desplazamientos y posibiliten la posibilidad de desplazamiento a pie o en bicicleta. — Consideración de las necesidades de los peatones y del tráfico en bicicleta en la planificación urbana, lo que incluye la provisión de accesos convenientes y seguros a las estaciones y paradas del transporte público. — Mejora de la política de aparcamiento, introduciendo y haciendo cumplir (mediante la emisión de permisos de construcción) criterios relacionados con el aparcamiento, y estableciendo un número de plazas de aparcamiento mínimo (para las zonas II y III) y aceptable (para la zona I) que deben aportar los inversores en sus obras. — Reserva de áreas de aparcamiento para «Park-and-Ride» en los planes de desarrollo espacial. (MHPSORV GH ODV LQLFLDWLYDV GHO PXQLFLSLR GH 9DUVRYLD — Renovación de una calle histórica: Nowy Swiat. • Ampliación del espacio público y reducción del tráfico individual. — Propuestas de planificación para un sistema «Park-and-Ride». • Reducción del tráfico individual a través del área central (histórica) de la ciudad.

Energía – Transporte - Telemática

Energy – Transport – Telematics

Ciudades Históricas

Historic Cities

EL TRANSPORTE PARA Y EN LOS CENTROS HISTÓRICOS 0$5,$ ,1Ç6 025$,6 &Æ0$5$ 081,&,3$/ '( e925$ 3RUWXJDO

La ciudad de ëvora es el principal centro urbano de la Región del Alentejo. En esta ciudad se localizan, concentrados en la zona intramuros, la mayoría de los organismos descentralizados de la administración central del Estado para la región del Alentejo: los servicios hospitalarios de nivel regional, el mayor centro universitario al sur de Lisboa, las sedes regionales de los principales bancos y compañías de seguros, así como todo un conjunto de servicios públicos, privados y fuerte presencia comercial. En la escala de la red urbana nacional, Évora puede ser considerada como una ciudad de dimensión media, con una población estimada de 48.000 habitantes, de los cuales 8.000 son residentes del casco histórico. En consideración al valioso patrimonio cultural que alberga actualmente, la zona interior de las murallas fue declarada por la UNESCO como Patrimonio de la Humanidad en el año 1986. El Centro Histórico conserva una trama urbana medieval de calles estrechas; el 75% de las cuales tienen menos de 5 metros de ancho e,incluso, el 46% no sobrepasa los 3.5 m. Existe actualmente un sistema de Transportes Colectivos Urbanos creado hace treinta años, inicialmente explotado por el municipio, posteriormente concesionado en 1973 a una empresa privada que fue nacionalizada en 1975 y de nuevo rpivatizada en 1994. El PMD o Plan General Urbano aprovado entre 1977 y 1979 definía un conjunto de objetivos estratégicos que constituyeron la base para la elaboración de un plan de circulación y transporte cuya implementación se inicia en 1981 y que se sustentava sobre los siguientes vectores fundamentales: • organizar la circulación en el entrno del Centro Histórico en bolsas de sentido único que además no permitan atravesar el Centro. • crear zonas peatonales en el área central del Centro Histórico • reformular la red de transportes colectivos • crear aparcamientos disuasorios en el ámbito de extra-muros para estacionamientos de larga duración. • mejorar las condiciones de circulación en el extraradio de tal modo de que esta pueda funcionar como un gran eje de distribución en relación a las diferentes entradas al Centro Histórico. En este período, la calidad del servicio prestado por el Sistema de Transporte Colectivos Urbanos se ha ido degradando ya que se ha mantenido estable el volumen de la oferta; tanto en número de vehículos como en horarios. Mientras tanto, la población ha ido aumentando al igual que la tasa de motorización (en tono al 200%) agravando las condiciones de circulación y estacionamiento en el Centro Histórico y entorno de las murallas. Por otro lado, tampoco fue posible abordar íntegramente la política preconizada por el PCT, particularmente en lo que se refiere a la construcción de dos parques de estacionamiento.

Energía – Transporte - Telemática

Ciudades Históricas

Energy – Transport – Telematics

Historic Cities

Es en este contexto donde surge el proyecto SITE –Sistema Integrado de Transportes y Estacionamiento- que formaría parte de la Red ENTRANCE creado en el ámbito del programa Thermie, cuyos objetivos principales serían los siguientes: • reducir el tráfico de automóviles en el centro histórico. • reordenar la circulación y el estacionamiento. • incrementar y mejorar los transportes públicos. • mejorar las condiciones ambientales y la utilización racional de la energía. El SITE se caracteriza por tres acciones principales: • tarificación generalizada del estacionamiento intramuros (excepto residentes) y creación de una oferta suficiente de aparcamientos gratuitos en la periferia de las murallas. • mejora de la red de transportes públicos. • gestión centralizada del sistema integrado en una misma empresa autónoma, como operador de transporte y empresa que asegura la asistencia técnica del equipamiento de control del estacionamiento tarifado. La implementación del proyecto SITE estuvo precedida por la reformulación de la red viaria envolvente del Centro Histórico, que incluye la construcción de nuevas vías de circunvalación más adecuadas y la transformación de cruces dotados de semáforos en pequeñas rotondas en la vía que rodea las murallas. También se elaboró un contrato programa con la Dirección General de Transporte Terrestres (DGTT) para ejecutar una nueva estación de autobuses al exterior de las murallas que permitiese rebajar la congestión actual, mejorando el servicio de transportes. El terminal se encuentra casi concluído esperando que comience a funcionar el próximo año. En en marco del proyecto propiamente dicho han sido ejecutadas las siguientes acciones: • reformulación de la circulación de automóviles en el Centro Histórico con la creación de sentidos únicos y la jerarquización de vías con identificación de calles principales, zonas reservadas a residentes, zonas peatonales y corredores bus. • construcción de parques de estacionamiento periféricos gratuitos en las proximidades de la muralla que aumentan la oferta en un 25%. • instalación de 62 parquímetros colectivos en el CH contralando 1333 plazas de estacionamiento tarifado, de los cuales 1280 han sido reservados exclusivamente para residentes. Estos parquímetros están conectados en red, via telefónica, a una unidad informática central, lo que permite detectar en tiempo real cualquier anomalía de funcionamiento de los equipamientos o cualquier disminución sensible (según las estadísticas) del montante cobrado en cada período horario. • adquisición de 6 pequeños autocares pequeños y confortables, 4 de los cuales ya están en funcionamiento en tres nuevos trayectos. Los nuevos trayectos forman parte de un proceso de negociación con el operador de transportes que en una primera fase pretende la mejoría de los transportes urbanos y la adaptación de la red a las necesidades del SITE. La segunda fase consistirá en la creación de una empresa municipal que gestionará el sistema integrado en su totalidad. • instalación de equipamientos FPS en la planta motriz de dos minibuses como proyecto piloto que permiten utilizar un combustible biodiesel que incorpora un porcentaje de 30% de aeite de girasol, lo cual permite reducir sensiblemente la emisión de dióxido de carbono.

Energía – Transporte - Telemática

Energy – Transport – Telematics

Ciudades Históricas

Historic Cities

ENERGÍAS ALTERNATIVAS PARA EL TRANSPORTE PÚBLICO COLECTIVO URBANO DE SUPERFICIE LAS EXPERIENCIAS DE MADRID CON BIODIESEL Y GNC $57852 0 0$57Ë1(= *,1(67$/ (PSUHVD 0XQLFLSDO GH 7UDQVSRUWHV GH 0DGULG 5HVSRQVDEOH GH *HVWLyQ 0HGLRDPELHQWDO \ &RRUGLQDGRU GH 3UR\HFWRV GH (QHUJtDV $OWHUQDWLYDV La gran sensibilización de los ciudadanos por el medio ambiente ha implicado que bajo el concepto de calidad, que debe presidir la oferta proporcionada por las empresas de transporte público colectivo urbano de superficie, se incluyan los aspectos medioambientales como una de las variables significativas en la toma de decisiones. En este contexto, la calidad, como factor primordial de la movilidad sostenible, abarca tanto a los clientes directos como a los potenciales y en general a toda la población , dado que habitar en un ecosistema limpio es un bien valorable por sí mismo que afecta a los habitantes de la ciudad y su entorno, sean o no usuarios del transporte público. El Ayuntamiento y E.M.T. como empresa municipal, conscientes de la importancia del factor ecológico para Madrid, lleva varios años ofertando un transporte que, independientemente de la calidad directa ofertada al cliente: piso bajo, cajas automáticas, aire acondicionado, suspensión neumática integral, etc., introduce una serie de mejoras significativas desde la perspectiva medioambiental: parque compuesto por autobuses EURO 1 y EURO 2, dotados de aire acondicionado ecológico y experiencias con combustibles alternativos. A este respecto, a finales de 1998 dispondremos de una flota de cincuenta vehículos de GNC, en la actualidad treinta y dos, en explotación comercial cuya combustión se efectúa con la tecnología de mezcla estequiométrica y de una estación de compresión de gas natural de 1.800 m3/h , lo que constituye una de las principales apuestas por el GNC en Europa. Igualmente en estos momentos realizamos una experiencia con dos autobuses que utilizan como combustible el “Biodiesel” (mezcla de éster metílico de girasol y gasoil convencional en proporción 30-70). En lo concerniente a la tracción eléctrica, estamos en conversaciones con diversos fabricantes de vehículos y componentes con objeto de diseñar un vehículo de tracción híbrida de 9-10 m de longitud que dé respuesta a la problemática de la movilidad y el medio ambiente asociados con el centro histórico y zonas protegidas de la ciudad.

Energía – Transporte - Telemática

Energy – Transport – Telematics

Ciudades Históricas

Historic Cities

POLÍTICA DEL TRANSPORTE ALTERNATIVO EN LA CIUDAD DE GÉNOVA *,25*,2 *$5%$5,1, -HIH GHO 'HSDUWDPHQWR GH (VWXGLRV \ 6LVWHPDV $ 0 7 $]LHQGD 0RELOLWD H 7UDVSRUWL GL *HQRYD

5HVXPHQ La estructura del territorio condiciona el desarrollo de la ciudad, que tiene un centro histórico, apropiado sólo para peatones, y dos canales de tráfico de transporte público y privado que siguen la línea longitudinal que corre a lo largo de la costa y sobre las colinas de esta área urbana, medieval y renacentista que cubre uno de los mayores territorios urbanos. Los problemas medioambientales y de tráfico, así como sus causas, que se han abordado están en fase de solución a través de las siguientes medidas: — La creación de ejes y carreteras prioritarios reservados exclusivamente para el transporte público en el centro de la ciudad. — La introducción de vías de tracción eléctrica en dichos ejes (el autobús híbrido desde 1996 y el trolebús desde 1997). — La centralización y automatización del sistema de semáforos central y en el extrarradio interno. — El uso de sistemas telemáticos de información (paneles de mensaje variable, quioscos multimedia). — La finalización de las obras de la línea de metro bajo del centro histórico. — Marginación y transferencia a los pasos subterráneos del tráfico del puerto histórico, convertido en área cultural y turística tras su reestructuración y reforma. En el futuro prevemos la ampliación de la red de trolebuses y de la flota de autobuses híbridos, así como la transferencia progresiva de los autobuses tradicionales de la ciudad hacia el extrarradio y el incremento del uso de instrumentos telemáticos para la información relacionada con el uso del transporte público y del tráfico público.

Energía – Transporte - Telemåtica

Energy – Transport – Telematics

Ciudades HistĂłricas

Historic Cities

VEHĂ?CULOS DE EMISIĂ“N CERO Y DE BAJA EMISIĂ“N EN LA SOCIEDAD URBANA *867$) /$1'$+/ &RRUGLQDWRU =(86 3URMHFW (QYLURQPHQWDO DQG +HDOWK 3URWHFWLRQ $GPLQLVWUDWLRQ LQ 6WRFNKROP

5HVXPHQ El programa ZEUS, iniciado en rĂŠgimen de colaboraciĂłn por ocho ciudades del norte y el sur de Europa, adquirirĂĄ y pondrĂĄ en funcionamiento mĂĄs de 1.000 vehĂ­culos de emisiĂłn cero y de baja emisiĂłn. El programa incluye coches, furgonetas, autobuses y camiones, asĂ­ como un amplio abanico de combustibles alternativos. Su objetivo es demostrar el papel que desempeĂąan los municipios de las ciudades europeas y los responsables de la industria del transporte en el ĂŠxito futuro de un transporte mĂĄs sostenible en tĂŠrminos medioambientales. Los participantes del programa ZEUS son: Estocolmo (coordinador), Helsinki, Palermo, Atenas/Amaroussion, Bremen, Londres/Coventry, Copenhague y Luxemburgo. Este programa se centra en OD HOLPLQDFLyQ GH ORV REVWiFXORV GHO PHUFDGR que impiden actualmente la comercializaciĂłn masiva de vehĂ­culos de emisiĂłn cero y de baja emisiĂłn. Entre estos obstĂĄculos se encuentran: el alto coste de los actuales vehĂ­culos, la falta de infraestructura relacionada con el combustible y el mantenimiento, el desarrollo insuficiente de la tecnologĂ­a de los vehĂ­culos y la carencia de suficientes incentivos de mercado. Con este proyecto esperamos introducir mĂĄs de 1.000 vehĂ­culos; pero pueden ser muchos mĂĄs despuĂŠs de que finalice la experimentaciĂłn del primer aĂąo. En la siguiente tabla se presentan los distintos tipos de vehĂ­culos y combustibles. &RPEXVWLEOH HĂ­brido ElĂŠctrico LPG, CNG, NGV* Biogases Biocombustibles

$XWREX VHV 9 10 68 6

&DPLRQHV

3 20 7

&DPLRQHV SHTXHxRV

15

)XUJRQHWDV

&RFKHV

60

225 800 80 58

99 42

*LPG: gas licuado de petrĂłleo; CNG: gas natural comprimido; NGV: vehĂ­culo de gas natural

La hipótesis central de ZEUS es que es necesario que el sector público haga una considerable inversión en vehículos de emisiones bajas y nulas para estimular la inversión en infraestructura para combustibles alternativos y para estructuras de abastecimiento y carga de combustible. Éstas, a su vez, harån que los operadores de flotas de autobuses, taxis y vehículos comerciales puedan optar por cambiar sus vehículos por otros de baja energía sin tener que desarrollar ellos mismos la infraestructura primaria. La infraestructura y varias

Energía – Transporte - Telemática

Ciudades Históricas

Energy – Transport – Telematics

Historic Cities

medidas de apoyo estimularán a los ciudadanos a elegir una alternativa de transporte de baja energía. Todos los participantes en el programa realizarán un seguimiento y una evaluación de los vehículos siguiendo el protocolo establecido por MIRA, un asociado del Reino Unido. El seguimiento incluirá los aspectos técnicos, pero también la aceptación por parte de los usuarios, la comodidad para éstos, etc. (VWDGR DFWXDO GH SURJUHVRV El proyecto ZEUS se inició en septiembre de 1996, y se prolongará hasta mediados del año 2000. El primer hito importante ha sido un proceso común europeo de adquisición de vehículos eléctricos, que logró negociar un precio de compra de una furgoneta eléctrica que era competitivo con el de su contrapartida convencional. Mientras tanto, los proyectos de las ciudades individuales están mostrando resultados estimulantes. En Palermo, una estación de recarga fotovoltaica para vehículos eléctricos ha generado ya suficiente potencia solar limpia para conducir 100.000 kilómetros. En Estocolmo, se han adquirido 300 vehículos propulsados por combustibles alternativos para la flota municipal; estos vehículos sustituirán a otros de gasolina. Copenhague ha adquirido 600 bicicletas más para añadir al parque de bicicletas gratuitas de la ciudad, Atenas está comprando autobuses de gas natural, y Helsinki ha convertido 11 autobuses para que funcionen con gas licuado de petróleo. Luxemburgo está probando el uso de RME (diesel biológico) puro para autobuses, y Londres está fomentando entre terceros la adquisición de vehículos propulsados con combustibles alternativos. Hay disponible un folleto descriptivo del proyecto ZEUS. También puede acudir a nuestro sitio Web en KWWS ZZZ ]HXV HXURSH RUJ Para más información, póngase en contacto con: Gustaf Landahl Coordinator, ZEUS Project Environmental and Health Protection Administration in Stockholm Box 38024 100 64 Stockholm SWEDEN Teléfono: +46 8 616 9650 Fax: +46 8 616 9632

Energía – Transporte - Telemática

Energy – Transport – Telematics

Ciudades Históricas

Historic Cities

EVALUACIÓN DEL IMPACTO DE LOS TRENES RÁPIDOS EN LA CIUDAD DE FLORENCIA RESULTADO DE LA APLICACIÓN DEL MÉTODO HISTOCITY 0 $1721,(77$ (6326,72

3UR\HFWR +,672&,7< )DFXOWDG GH $UTXLWHFWXUD GH OD 8QLYHUVLWj GHJOL 6WXGL GL )LUHQ]H

5HVXPHQ En esta ponencia se exponen los resultados del estudio que ha diseñado el panorama tanto actual como futuro después de la construcción de la nueva estación para el nuevo tren de alta velocidad en el centro de la ciudad. Se han tenido en cuenta datos sobre todos los tipos de modos de transporte (público y privado), así como datos demográficos y urbanísticos. El estudio, aún sin publicar, está basado en datos de diversas fuentes, y particularmente de datos provenientes de la adquisición e integración de software de simulación de transportes mediante software de sistemas de información geográfica (GIS). Los resultados finales se han expuesto y comunicado mediante esquemas temáticos. Las consideraciones finales señalan los problemas de movilidad que se plantean a los ciudadanos, así como, por otro lado, los problemas de conservación del patrimonio histórico.

M. Antonietta Esposito es la científica encargada del Proyecto HISTOCITY, subvencionado por la Comisión Europa en el Programa de Formación y Movilidad de los Investigadores. Es Doctora de Investigación y catedrática de Tecnica ed Economia della Produzione Edilizia en la Facultad de Arquitectura de la Università degli Studi di Firenze (Italia). La doctora Esposito tiene una gran experiencia en relación con la aplicación de los GIS al urbanismo. Es miembro de GISIG desde 1992 y de AM/FM Italia desde 1995.

Energía – Transporte - Telemåtica

Energy – Transport – Telematics

Ciudades HistĂłricas

Historic Cities

(17,5( EUROPEAN NETWORK ON TRANSPORT INNOVATION FOR THE RATIONAL USE OF ENERGY (RED EUROPEA DE INNOVACIĂ“N DEL TRANSPORTE PARA EL USO RACIONAL DE LA ENERGĂ?A) HACIA UN TRĂ FICO URBANO SOSTENIBLE. AHORRO DE ENERGĂ?A Y REDUCCIĂ“N DE EMISIONES

%$5%$5$ 0g+/(1',&. &RRUGLQDGRU GHO 3UR\HFWR (QWLUH 2ILFLQD (XURSHD &LXGDG GH &RORQLD

El proyecto ENTIRE de la UE, financiado por el programa THERMIE de la DG XVII de EnergĂ­a, demuestra cĂłmo puede mejorarse la eficacia energĂŠtica del transporte comercial y pĂşblico en las ĂĄreas urbanas, a la vez que se reducen las emisiones. ENTIRE incluye siete ciudades y regiones europeas participantes y un total de 12 aplicaciones, e integra las tecnologĂ­as fundamentales para un sistema de transporte de transporte urbano sostenible. De esta forma, el intercambio de experiencias y tecnologĂ­as entre las regiones y ciudades funciona como catalizador.

/DV FLXGDGHV SDUWLFLSDQWHV VRQ — Colonia (Alemania). — Rotterdam (Holanda). — Caen (Francia). — Helsinki (Finlandia). — South Hampshire (Gran Bretaùa). — Venecia (Italia). — Salamanca (Espaùa).

Las nuevas tecnologĂ­as de automociĂłn, los combustibles alternativos, la gestiĂłn eficaz del transporte y la planificaciĂłn urbanĂ­stica para la optimizaciĂłn del trĂĄfico lograrĂĄn ahorros energĂŠticos y mejoras de la calidad medioambiental en las ĂĄreas de conurbaciĂłn europeas, a la vez que asegurarĂĄn el acceso del trĂĄfico comercial, privado y turĂ­stico al centro de la ciudad. AdemĂĄs de los ahorros energĂŠticos y de la reducciĂłn de emisiones inducida por las

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aplicaciones individuales, ENTIRE crea efectos sinérgicos a través de enfoques integrados y de una evaluación global de todas las aplicaciones. 7HQGHQFLDV GH OD PRYLOLGDG En la sociedad moderna, la movilidad desempeña un papel esencial en el desarrollo económico de ciudades y regiones. Por lo tanto, las tasas de crecimiento del transporte público y privado son altas; en los países desarrollados estas cifras superan bastante el crecimiento del Producto Nacional Bruto. Esta tendencia supone que el transporte y el tráfico representan una proporción creciente del uso total de energía, así como de las emisiones producidas. En la actualidad, aproximadamente el 30% de la necesidad de energía primaria de Europa se debe a este sector. El transporte es el principal responsable de la contaminación atmosférica en las áreas urbanas, por lo que el aumento de la movilidad urbana va a amenazar la calidad de vida, a menos que se introduzcan pronto métodos energéticamente eficaces que supongan una reducción de las emisiones. El mercado de la tecnología de automoción innovadora está creciendo desproporcionadamente. Europa está a la cabeza en este sector, por encima de Japón y EE.UU. Por tanto, el proyecto contribuye a asegurar la competitividad de la industria europea.

7HFQRORJtDV IXQGDPHQWDOHV SDUD XQ WUDQVSRUWH XUEDQR HQHUJpWLFDPHQWH HILFD] \ FRQ PHQRV HPLVLRQHV — Tecnologías de automoción innovadoras. — Combustibles alternativos. — Gestión de tráfico y transporte. — Planificación urbanística sostenible.

7HFQRORJtD GH DXWRPRFLyQ LQQRYDGRUD Debido a la ausencia de emisiones, los tranvías eléctricos ofrecen un medio de transporte urbano particularmente respetuoso con el medio ambiente. Sin embargo, los costes de infraestructura y mantenimiento son relativamente altos en comparación con los sistemas de autobuses y metros. En ENTIRE, la ciudad de Rotterdam está desarrollando un tranvía energéticamente eficaz y, por tanto, de un precio razonable (bajo coste). La idea se basa en el uso de materiales compuestos ligeros provenientes de la industria aeronáutica. El «Lightweight» (ligero) emplea menos energía y los costes de mantenimiento de la infraestructura de las vías son inferiores, la construcción de plataforma baja es muy cómoda. La concepción se basa en las experiencias obtenidas en el desarrollo del autobús híbrido ligero construido en el proyecto anterior ENTRANCE ((QHUJ\ VDYLQJ LQ WUDQVSRUW WKURXJK LQQRYDWLRQ LQ WKH &LWLHV RI (XURSH, Ahorro de energía en el transporte mediante la innovación en las ciudades europeas). El concepto modular permite una adaptación definida por los usuarios de la capacidad de transporte, por lo que ofrece la posibilidad de reducir los costes por unidad a través de la producción de grandes cantidades. &RPEXVWLEOHV DOWHUQDWLYRV En primer lugar, las áreas urbanas sensibles deben aprovechar los avances tecnológicos para reducir los efectos medioambientales de la combustión de combustibles fósiles, en particular en áreas densamente pobladas. Además, si se introdujeran restricciones en el acceso dependiendo del nivel de emisiones, la movilidad en las zonas urbanas centrales se

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aseguraría a largo plazo. En el proyecto ENTIRE, los autobuses del centro histórico de la ciudad de Salamanca están propulsados por gas natural comprimido. En Colonia, UPS está convirtiendo cuatro furgonetas empleadas en las zonas urbanas centrales (P36 2,8 t) para que usen gas. Además, las ciudades de Brühl y Hürth están probando el potencial del uso de vehículos propulsados mediante gas natural para, por ejemplo, la recogida de residuos biológicos. La comparación con los vehículos diesel normales indica que se logra una notable reducción de emisiones. No obstante, la mayor difusión de vehículos propulsados mediante gas natural se ve obstaculizada por las deficiencias de la red de estaciones de servicio de gas de Europa, aún muy poco consistente. Además de esto, la industria automovilística sólo ofrece una alternativa de gas natural para algunos tipos de vehículos, de tal forma que es necesaria una conversión de los automóviles. Otra alternativa consiste en el uso de vehículos eléctricos combinado con un avanzado sistema de carga e información sobre el tráfico en la isla de Lido en Venecia, muy frecuentada por turistas. *HVWLyQ LQQRYDGRUD GHO WUiILFR \ HO WUDQVSRUWH El proyecto ENTIRE optimiza la gestión del transporte en las ciudades participantes mediante las siguientes medidas: — La ciudad de Caen mejora el flujo del tráfico mediante una reorganización global de éste, fomentando el uso del transporte público y liberando de tráfico el centro de la ciudad. — La ciudad de Helsinki está experimentando diferentes sistemas de prioridades para el transporte público en diversas líneas de autobuses. El efecto sobre el transporte privado se evalúa mediante un modelo de simulación desarrollado por la Universidad de Helsinki. — Helsinki también estudia siete clases diferentes de pistas para bicicletas y un sistema de señales para ciclistas. El objetivo consiste en utilizar cada vez más este medio de transporte respetuoso con el medio ambiente. — South Hampshire está considerando planes para los desplazamientos diarios de empleados de grandes empresas y organizaciones que residen lejos de sus lugares de trabajo. De este modo se favorece un uso eficaz del transporte público y privado. Un importante aspecto consiste en la integración de los empleados. Así se tiene un cuadro preciso de la logística del desplazamiento entre el lugar de trabajo y el de residencia, lo que permite mejorar la motivación para la puesta en práctica de los planes. — La ciudad de Rotterdam está planeando introducir una conexión de transbordador rápido, en el marco del proyecto ENTIRE, para descongestionar tanto el tráfico de personas que se desplazan grandes distancias entre sus lugares de residencia y de trabajo como las calles del centro de la ciudad. Para garantizar la flexibilidad necesaria en la ciudad, es posible llevar bicicletas. 3ODQLILFDFLyQ XUEDQtVWLFD VRVWHQLEOH Las decisiones relacionadas con el tráfico y las medidas de planificación urbanística se ven facilitadas si se pueden evaluar fiablemente los efectos del uso de la energía y de la calidad medioambiental. Esto se va a lograr mediante el sistema integrado de información energética y medioambiental que se está desarrollando en la ciudad de Colonia en el contexto del proyecto ENTIRE. Hay varios módulos de información conectados en los que se combinan datos (temporales y espaciales) de los sectores de geografía, demografía, medio ambiente, tráfico, planificación urbanística, así como de uso de la energía y datos sobre las emisiones. Ya se han realizado las primeras simulaciones a microescala relacionadas con la calidad del aire.

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El proyecto ENTIRE se inició en la primera mitad de 1997. La puesta en práctica de las diferentes aplicaciones ya se ha completado a finales de 1998. Las aplicaciones estarán evaluándose hasta finales de 1999; posteriormente se publicarán los resultados. Los costes totales del proyecto ascienden a 24,5 millones de ECUS, la subvención de la Comisión de la UE es de 3,25 millones de ECUS. En el proyecto anterior, ENTRANCE, se economizaron anualmente 83.000 gigajulios de energía, casi 4.000 toneladas de dióxido de carbono y 150 toneladas de monóxido de carbono en las nueve ciudades participantes. Los ahorros de energía y las reducciones de emisiones conseguidos en el sector de la gestión del transporte fueron significativamente superiores que los logrados mediante las nuevas tecnologías de automoción.

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Ciudades Históricas

Historic Cities

ABRIENDO EL CAMINO A LA SOSTENIBILIDAD AGENDA 21 LOCAL DE BARCELONA -26(3 38,* , %2,; 3UHVLGHQWH GH (QHUJLH &LWpV 5HJLGRU &LXWDW 6RVWHQLEOH GH %DUFHORQD 5HVXPHQ &URQRORJtD Manchester - 1994

Presentación de los ‘Programes d'actuació per a una política mediambiental a Barcelona’

Aalborg - mayo - 1994

1a Conferencia Europea sobre Ciudades Sostenibles: aprobación de la Carta de Aalborg.

10 - octubre - 1994

Creación de la ‘Taula Cívica de l'Energia’

18 - marzo - 1995

Constitución del ‘Fòrum Cívic Barcelona Sostenible’

Elecciones Municipales Mayo -1995

Compromiso de elaborar la Agenda 21 por parte de Iniciativa Els Verds..

Julio -1995

Gobierno municipal de coalición del PSC, IC - EV y ERC

Julio - 1995

Creación de la Concejalía de Ciutat Sostenible

Octubre - 1995

Definición del ‘Pla d'Actuació Municipal 1996-1999’ (PAM)

Noviembre - 1995

El C. Plenario adopta la Carta de Aalborg.

29 - diciembre - 1995

Creación de la Comisión de Política Ambiental y de Sostenibilidad.

29 - febrero - 1996

Aprobación definitiva del PAM.

15 - mayo - 1996

1a reunión de la ‘Comissió de Política Mediambiental i de Sostenibilitat’ .

31 - mayo - 1996

2a reunión de la ‘Comissió de Política Mediambiental i de Sostenibilitat’ .

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7 - junio - 1996

Seminario de trabajo sobre la Agenda 21 Local (Area Metropolitana de Barcelona).

16 - septiembre -1996

3a reunión de la ‘Comissió de Política Mediambiental i de Sostenibilitat’ .

Lisboa - octubre - 1996

2a Conferència Europea de Poblaciones y Ciudades Sostenibles.

Noviembre - 1996

Edición en catalán de la Guía Europea para la Planificación de las Agendas 21 Locales (Concejalía de Ciudad Sostenible).

18 - noviembre - 1996

4a reunión de la ‘Comissió de Política Mediambiental i de Sostenibilitat’

enero - 1997

Segunda edición de la Guía Europea para la Planificación de las Agendas 21 Locales

23 - enero - 1997

5a reunión de la ‘Comissió de Política Mediambiental i de Sostenibilitat’

29 - mayo - 1997

Aprobación definitiva de las Normas Reguladoras del ‘Consell Municipal de Medi Ambient i Sostenibilitat’

29 - mayo - 1997

El C.Plenario aprueba una ‘Mesura de Govern en relació a l’ús de productes clorats en les activitats i dependències municipals’

30 - junio - 1997

6a reunión de la ‘Comissió de Política Mediambiental i de Sostenibilitat’ : Informe de creación del ‘Consell Municipal de Medi Ambient i Sostenibilitat’

11 - julio - 1997

Entran en vigor las Normas Reguladoras del ‘Consell Municipal de Medi Ambient i Sostenibilitat’

16 - julio - 1997

Constitución de la ‘Xarxa de Ciutats i Pobles cap a la Sostenibilitat’ de la provincia de Barcelona.

26 - marzo - 1998

1ª reunión plenaria del ‘Consell Municipal de Medi Ambient i Sostenibilitat’.

5 - mayo - 1998

1a reunión de la ‘Comissió Permanent del Consell Municipal de Medi Ambient i Sostenibilitat’,

15 - julio - 1998

Asamblea General ‘Xarxa de Ciutats i Pobles cap a la Sostenibilitat’

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INICIATIVAS MUNICIPALES, EL CASO DE ÉVORA 1812 5,%(,52 /23(6 &kPDUD 0XQLFLSDO GH eYRUD 3RUWXJDO 5HVXPHQ Pasados diez años tras el reconocimiento como Patrimonio de la Humanidad, Évora se encuentra hoy, una vez más, en una encrucijada de caminos, por una lado la preservación de su pasado y de su identidad y, por otro, encontrar nuevas soluciones que respondan a las necesidades de su crecimiento y a las exigencias de los nuevos tiempos. Pionera en Portugal de todo un proceso que se asocia a la responsabilidad que implica su clasificación, la ciudad de Évora, sus gentes y, especialmente, aquellos sobre los cuales recaen más directamente las responsabilidades de la gestión municipal, reflejan hoy en su experiencia un saber acumulado a partir del cual emergen nuevas reflexiones y prospectivas de futuro. Hasta ahora la ciudad se concentraba en la necesaria consolidación de su actual estructura urbana, así como en la preservación del patrimonio histórico y arquitectónico. El área urbana se ha extendido hacia las planicies de su entorno y se han construido dos nuevos barrios que en los últimos decenios que han acogido a los emigrantes procedentes del mundo rural. Llamada a dar una respuesta a este crecimiento, la gestión municipal ha centrado una gran parte de su esfuerzo y de su atención en la justa redistribución de los medios e inversiones necesarias para su desarrollo, con la atención necesaria que impone la preservación y cualificación de su estructura patrimonial clasificada. Se han finalizado los respectivos planes de ordenación que consolidan dos grandes objetivos y líneas de actuación: la creación de nuevas áreas de expansión, que implican la dotación de infraestructuras de los barrios en base a una distribución funcional de las actividades económicas y, simultáneamente, la implementación del marco de accesos y modernización del sistema de transportes. La ciudad hoy se enfrenta a una fase diferente del crecimiento conj una mayor consciencia de sus condicionantes detectado a lo largo de estos años en los más variados dominios de su vida cultural, económica y social, con una más exacta capacidad de definición de los parámetros de intervención municipal. Son amplios los dominios de intervención en gestión y es constante la preocupación sobre los aspectos asociados al crecimiento desde el imperativo de la preservación del patrimonio. En el plano social y cultural se confrontan nuevos y antiguos hábitos de vida y cultura. Coexisten generaciones diversas y afloran sentimientos diferentes.

Energía – Transporte - Telemática

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Energy – Transport – Telematics

Historic Cities

La ciudad se enriquece en su complejidad y reclama cada vez más nuevas intervenciones que solventen las nuevas exigencias. Évora se debate hoy entre los nuevos paradigmas trenzados en el desarrollo que caracteriza la moderna vida urbana. Es por ello urgente reflexionar sobre su encuadre legal y abrir el espacio para la discusión de nuevos conciertos urbanísticos y capacidades de intervanción autónomas, así como también es necesario el apoyo de la sociedad civil y el refuerzo imprescindible de los medios financieros que soportan toda esta actividad. La declaración como patrimonio de la humanidad fue motivo de orgullo y regocijo, pero también ha sido sinónimo de crecientes responsabilidades, raras veces compartidas, que se volverán cada vez más pesadas ante recursos escasos que se revelan insuficientes en función de los intereses gubernamentales presentes en el territorio. Hasta la actualidad, y con rarísimas excepciones, la única inversión para la conservación y valorización del Centro Histórico de Évora ha corrido a cargo del erario municipal. Instalaciones de TV por cable, recuperación de edificios, mejora de las condiciones de circulación, son ejemplos de intervenciones exclusivamente municipales que podrían tener un alcance más amplio si se contara con el apoyo gubernamental. Intervenir en el espacio público, recuperar y cualificar el patrimonio construido, definir nuevas reglas de uso y ocupación de los edificios construidos, implementar medidas que conduzcan al rejuvenecimiento poblacional del centro, son algunos de los inmediatos desafíos que se le plantean a la ciudad. Recientemente, en combinación con la Asociación Comercial del centro se han adoptado las medidas contenidas en el PROCOM (Proyecto Europeo de Urbanismo Comercial), que han permitido la revitalización de una parte del centro histórico de la ciudad. Este programa, al mismo tiempo que confiere al comercio tradicional una importancia fundamental en el nivel de revitalización cotidiano de la vida urbana, reconoce implícitamente su papel focal como elemento estructurante del ordenamiento urbano. De esta manera se están creando condiciones para redefinir una estrategia global para la ciudad. Una estrategia que define una intervención integrada, que rentabiliza sinergias y que se orienta a una intervención más cerca del ciudadano. No basta reconocer la imagen actual y preservar lo existente. Las ciudades se constituyen en monumentos en la exacta medida que confieran sus ciudadanos, como objetivo básico, unas condiciones ideales de calidad de vida. Évora Ciudad Patrimonio de la Humanidad sólo sobrevivirá si su interior se manifiesta, si se siente el latir de sus gentes y el respirar del tejido económico, social y cultural.

Energía – Transporte - Telemática

Energy – Transport – Telematics

Ciudades Históricas

Historic Cities

DESAFÍOS SOCIALES ANTE LA REVITALIZACIÓN DE CENTROS URBANOS HISTÓRICOS ELEMENTOS PARA UN GUIÓN DE MEJORES PRÁCTICAS *(50È1 62/,1Ë6 3URJUDPD 8UEDQR 0267 6HFWRU GH ODV &LHQFLDV 6RFLDOHV \ +XPDQDV 81(6&2 $EVWUDFW Las representaciones, necesidades y aspiraciones de una sociedad con respecto a sus centros históricos han evolucionado rápidamente en el siglo XX y el urbanismo del III milenio nos impone retos que habrán de ser tratados con inmediata creatividad. Uno de estos desafíos es el que plantea el tratamiento de la revitalización de centros históricos, cuando se les considera a éstos desde su inserción en el dinamismo complejo de la sociedad urbana a la que pertenecen. El éxito de la intervención en los centros históricos depende de cómo se resuelva la contradicción básica entre la salvaguarda del pasado, el mantenimiento de la vida social que los genera, y su progreso hacia el futuro. La ponencia desarrolla brevemente algunos de los aspectos esenciales de los ámbitos sociales, económicos, políticos y urbanísticos que pueden contribuír a la discusión para el establecimiento de una guia de buenas prácticas de las ciudades históricas. Estas consideraciones emanan de los principios éticos de la Organización a la que representa el autor, y de la experiencia acumulada por las acciones en el campo urbano del Programma MOST 0DQDJHPHQW RI 6RFLDO 7UDQVIRUPDWLRQV del Sector de Ciencias Sociales y Humanas de la UNESCO. La gestión de las ciudades históricas y del patrimonio de la humanidad implica efectivamente la búsqueda de nuevas soluciones tecnológicas, pero sin una sólida estructura política, económica y social, las mejores soluciones encontrarían un terreno árido. En la SULPHUD SDUWH de la ponencia se diserta sobre el GHVDUUROOR XUEDQR VRFLDOPHQWH VXVWHQWD EOH y se desarrolla el principio según el cual, la buena gestión de centros urbanos implica dimensiones de JREHUQDELOLGDG y de UHIRUPXODFLyQ GH SROtWLFDV XUEDQDV en base a la concertación negociada de todos los grupos presentes en la escena urbana. A partir de esta condición, se insiste particularmente en el reforzamiento de dispositivos urbanísticos normativos para mantener la salvaguarda patrimonial, dinamizando factores económicos y del sector inmobiliario, evitando a la vez abusos ligados a la especulación y a la segregación social del espacio. Cuando se adopta el enfoque del desarrollo socialmente sustentable en la gestión de los centros históricos y urbanos, el respeto del medio ambiente impone indudablemente

Energía – Transporte - Telemática

Ciudades Históricas

Energy – Transport – Telematics

Historic Cities

nuevos desafíos en los campos de la energía, el transporte y la telemática. La VHJXQGD SDU WH de la ponencia centra la atención en el hecho que estas consideraciones no son suficientes si no se toman en cuenta a todos los posibles usuarios de la energía, del transporte y de la telemática. Con esto, sobresalen cuatro factores socio-económicos: D

/RV FHQWURV KLVWyULFRV XUEDQRV VRQ SDUWH GH XQ WRGR que remite a la estructura urbana de la urbe a la que pertenecen y a la red regional, económica y geográfica en la que se sitúan sus relaciones de producción. E

/D LQIUDHVWUXFWXUD DO VHUYLFLR GH XQD UHG GH FHQWURV KLVWyULFRV. El transporte público y las vías de comunicación, han se servir, sin congestionar, los centros históricos en sus interrelaciones con el territorio regional. Las ciudades medias históricas saldrían de su aislamiento, recobrando así su papel de enlace. F

/RV SURFHVRV VRFLDOHV JHQHUDQ OD YLGD GH ORV FHQWURV KLVWyULFRV. Estos son el resultado de aquéllos y ambos mantienen entre sí reajustes y tensiones; delimitar el centro como un espacio de función exclusiva, generalmente sujeta a modas, sería inmovilizarlo con riesgos fatales. G

)UHFXHQWHV FDPELRV HQ VXV XVRV GHO VXHOR IUDJLOL]DQ ORV FHQWURV KLVWyULFRV. El desafío es lograr la cohabitación de actividades y grupos diferentes en los centros, para hacer frente tanto a su especialización funcional y la especulación, como a su tugurización o degradación. En la WHUFHUD SDUWH del trabajo, se hace referencia a la oportunidad que brindan las declaraciones de patrimonio cultural de la humanidad, a cascos urbanos de excepcional calidad, y a ciudades europeas enraizadas en una historia viva, para « humanizar » el espacio urbano público por exelencia que es un centro histórico. Esto trae la posibilidad de desarrollar en él la urbanidad, la ciudadanía y la cohabitación pacífica de grupos. Los factores tratados en esta última parte son los siguientes: • Desarrollar SURFHVRV GH DSURSLDFLyQ GHO HVSDFLR, de comprensión, valorización y reforzamiento de la carga simbólica de los lugares que se han fraguado con la identidad y la memoria colectivas del sitio. • Reforzar la capacidad de LQWHUYHQFLRQ GH ORV GLIHUHQWHV DFWRUHV VRFLDOHV en una política intersectorial para la adecuación de los centros urbanos a las necesidades y aspiraciones de los diferentes grupos sociales. • Brindar al KDELWDQWH la posibilidad de ser VXMHWR GH VX SURSLD KLVWRULD El centro urbano puede mantener así su signo de lugar de reconciliación entre la traza urbana y el tejido social que la genera.

• Favorecer el papel de los centros históricos como FDWDOL]DGRUHV de estos procesos.

Energía – Transporte - Telemática

Energy – Transport – Telematics

Ciudades Históricas

Historic Cities

BUENAS PRÁCTICAS DE LA INDUSTRIA TURÍSTICA EN LAS CIUDADES PATRIMONIO DE LA HUMANIDAD ENERGÍA, TRANSPORTE Y TELEMÁTICA 720È6 $=&È5$7( < %$1*

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5HVXPHQ Las ciudades históricas y, en especial, las declaradas Patrimonio de la Humanidad por la UNESCO, constituyen en conjunto uno de los destinos turísticos más importantes del planeta. Sabemos que la magnitud de la industria turística influye poderosamente en el devenir de destinos sensibles como los centros históricos, con tal fuerza que puede marcar su deterioro irreversible o convertirse en un potente aliado de su desarrollo sostenible. Tras la conferencia de Rio’92, las organizaciones internacionales y los sectores más sensibilizados de la industria del turismo han abordado la posibilidad de un turismo sostenible y responsable con las generaciones futuras, precisamente en los lugares y destinos que han de resguardarse como patrimonio común: espacios naturales, reservas de biosfera, lugares y sitios patrimonio de la humanidad. Pero desde Rio han transcurrido casi siete años, se han sucedido múltiples acuerdos internacionales como la Carta de Turismo Sostenible de Lanzarote y las acciones de la Organización Mundial del Turismo. Pero es hora ya de pasar de la teoría a la práctica. Por ello, el Instituto de Turismo Responsable (ITR) en acuerdo con organismos internacionales como la UNESCO, ha lanzado diversas iniciativas de la mano de importantes asociaciones y destinos turísticos tendentes a plasmar en la realidad la posibilidad de turismo responsable. La creación de un label “Quality for Life”, sustentado en un sistema normativizado de calidad medioambiental para la industria turística se ha revelado como un potente instrumento práctico de promoción del desarrollo sostenible del turismo en los destinos sensibles. Avalado por experiencias en destinos diversos, los técnicos y asesores del ITR llevan más de un año trabajando en lo que será un sistema de certificación responsable especialmente diseñado para las ciudades históricas. En este ámbito se tratan con especial intensidad los temas relacionados con la energía, el transporte y la telemática. Se trata de un estándar que establece, entre otros, criterios para: -

Ahorro y racionalización del consumo energético en los alojamientos hoteleros.

Energía – Transporte - Telemática

Ciudades Históricas

-

Energy – Transport – Telematics

Historic Cities

Orientación al consumidor sobre comportamientos energéticos y guia de buenas prácticas en materia de transporte. Empleo de la telemática como herramienta de valorización de los centros históricos y promoción de actitudes responsables.

Estamos convencidos que las políticas municipales y empresariales tendentes a construir la ciudad del futuro en los centros históricos, podrán tener un mayor y seguro margen de éxito si se integra a la industria turística en este proceso al nivel que realmente le corresponde.

Energía – Transporte - Telemática

Energy – Transport – Telematics

Ciudades Históricas

Historic Cities

UNA RED GLOBAL: ECOHB %RVFR % HOHU 6HFUHWDULR *HQHUDO 'LUHFWRU

ECOHB ((QYLURQPHQWDOO\ &RQVFLRXV DQG +HDOWK\ %XLOGLQJV) es una red global y europea de organizaciones para la promoción de edificios saludables y respetuosos con el entorno. Se fundó en 1992 y ahora está repartida por más de cuarenta países. ECOHB se inició en la revista %DXELRORJLH con anuncios y publicaciones regulares. De este modo, %DXELRORJLH se convirtió en el órgano oficial de ECOHB. El principal objetivo de ECOHB es ayudar a resolver uno de los problemas del mundo: el problema de la vivienda y el entorno construido, relacionado particularmente con el impacto medioambiental generado por el uso del terreno, el uso de materiales y energía, la falta de vivienda en el Tercer Mundo y aspectos sanitarios. 'HPRVWUDFLRQHV (O EDQFR GH GDWRV LQWHUQDFLRQDO %DX%LR'DWD%DQN %%'% GH *,%% La base de datos BuildingBiologyDataBase (base de datos sobre la biología de la construcción) es un instrumento global para la evaluación bau-biológica y bau-ecológica de materiales y productos de construcción usados internacionalmente. El banco de datos BauBioDataBank (BBDB) sirve a una especie de libro e instrumento de referencia, en el que arquitectos, ingenieros, diseñadores, trabajadores manuales, clientes, etc., pueden buscar información útil para sobre diferentes áreas de la construcción. En especial, dicho banco de datos recoge las características de la dirección de la construcción biológica y la construcción ecológica. Esta herramienta permite que el arquitecto y el diseñador calculen la presión que van a ejercer sus CONSTRUCCIONES y EDIFICIOS sobre el medio ambiente según SIA D 0123. También se pueden calcular los valores U y R y los costes de los elementos de la estructura. Puede seguirse todo el ciclo material y vital hasta la combinación química. El BBDB se ha desarrollado en alemán, inglés, francés e italiano. El BauBioDataBank está dividido en diferentes ficheros de banco de datos, que se combinan unos bajo otros, lo que permite un rápido acceso. Cada fichero tiene diferentes colores de máscara para su identificación. El fichero central PRODUCT- y MATERIALDATA contiene una tabla con los contenidos que tiene una referencia directa a datos sobre elementos químicos (CHEMICALELEMENTS DATA) y materiales de construcción (BUILDING-MATERIAL DATA). Todos los productos y descripciones se siguen de la fuente en los DOKUMENTS. La orden de búsqueda preprogramada y listas hace su empleo fácil para el usuario; por ejemplo, para el SIA: Hoja de declaración 493, recomendación de materiales del GIBB, datos sobre paneles solares, fotovoltaicos y electromóviles, lista de literatura, etc. GIBB Genossenschaft Information Baubiologie, St. Gallerstrasse 28, CH-9230 Flawil, Suiza. Gestor, Director y diseñador de la base de datos: Bosco Büeler. (Hay disponible una demostración en «beamer» o en fotos mediante un proyector elevado). (O QXHYR *RELHUQR GH (VWDGtVWLFD GH 6XL]D XQ HGLILFLR JUDQGH \ HFROyJLFR 700 puestos de oficina; coste: 130 millones de francos suizos; pisos de 28.000 m2, 1.200 m2 de colectores solares, que ahorran un 65% del consumo energético de la calefacción; siste-

Energía – Transporte - Telemática

Ciudades Históricas

Energy – Transport – Telematics

Historic Cities

ma de agua de lluvia, tejado verde como un jardín, cable protegido por campo eléctrico; materiales baubiológicos; ventilación natural y uso de la luz natural diurna; ahorro energético de un 50% mediante el sistema de alumbrado eléctrico; fachada fabricada con paneles de vidrio reciclado; otros detalles ecológicos. El impacto ecológico de todos los detalles estructurales se ha calculado con datos del BauBioDataBank. Propietario y localización: Gobierno Suizo de Estadística, Place de la gare 3ª, CH-2002 Neuenburg/Neuchâtel. Asesor de construcción biológica y construcción ecológica: Bosco Büeler.

Energía – Transporte - Telemática

Energy – Transport – Telematics

Ciudades Históricas

Historic Cities

UNA RED DE INVESTIGACIÓN PARA EL DESARROLLO SOSTENIBLE DE CIUDADES HISTÓRICAS EUROPEAS 0 $1721,(77$ (6326,72

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5HVXPHQ Este documento presenta la actividad del proyecto de la red HISTOCITY (1998-2000), subvencionado por la Comunidad Europea en el Programa de Formación y Movilidad de Investigadores: Euroconferencias. HISTOCITY es una red europea de investigadores centrada en el desarrollo sostenible de las ciudades históricas basado en información geográfica y gestionado mediante sistemas de información geográfica (GIS). El objetivo del proyecto consiste en conectar tanto a jóvenes investigadores como a científicos veteranos relacionados con los temas multidisciplinarios implicados en los estudios del desarrollo sostenible de las ciudades históricas europeas. HISTOCITY prevé tres reuniones anuales, en forma de euroconferencias, en las que se discutirán las nuevas metodologías de trabajo relacionadas con el tema. 3$/$%5$6 &/$9( 'HVDUUROOR VRVWHQLEOH FLXGDGHV KLVWyULFDV VLVWHPDV GH LQIRUPDFLyQ JHRJUiILFD *,6 +,672&,7< UHG GH LQYHVWLJDFLyQ )RUPDFLyQ \ 0RYLOLGDG GH ORV ,QYHVWLJDGRUHV (XURFRQIHUHQFLDV

M. Antonietta Esposito es la científica encargada del Proyecto HISTOCITY, subvencionado por la Comisión Europa en el Programa de Formación y Movilidad de los Investigadores. Es Doctora de Investigación y catedrática de Tecnica ed Economia della Produzione Edilizia en la Facultad de Arquitectura de la Università degli Studi di Firenze (Italia). La doctora Esposito tiene una gran experiencia en relación con la aplicación de los GIS al urbanismo. Es miembro de GISIG desde 1992 y de AM/FM Italia desde 1995.

Energía – Transporte - Telemática

Energy – Transport – Telematics

Ciudades Históricas

Historic Cities

ABSTRACTS

ENGLISH VERSION

Energía – Transporte - Telemática

Energy – Transport – Telematics

Ciudades Históricas

Historic Cities

THE URBAN DIMENSION OF THE EU POLICY ENERGY AND TRANSPORT -26e 6,(55$ /Ï3(= 'LUHFWRU ± '* ;9,, (XURSHDQ &RPPLVVLRQ ,QWURGXFWRU\ 6SHHFK The reason that we are here in this beautiful and, for me, beloved city of Salamanca, an area I have many personal ties with, is to address one of the most singular and complex challenges posed by the process of building Europe: how to conserve and even enhance our cultural diversity, one of whose most evident expressions is our wealth of urban heritage, in a way that is compatible with the growing demands for prosperity and quality of life from our people. Most people in Europe live in cities, although there is no single model of a European city; historic, cultural, economic and demographic circumstances and different legal, institutional and political systems have made each city different. However, the apparent paradox implicit in human progress - that of being creator and destroyer at the same time - takes on important and dangerous connotations in cities that form part of our historic and cultural heritage. The future ambitions of these cities are determined exclusively by respect for and ennoblement of the past, even though a high price often has to be paid for this. Whilst the difficulties that concern us are related to congestion and impact on the environment, usually provoked by the use of energy and transport; a separate approach must be reserved for the opposite problems: caused by people moving out of old town centres that lack the comforts offered by new and cheaper buildings. For those of us who have chosen as our new home, a town about 30 kilometres from here, Ledesma, a beautiful town like so many towns of Castilla and Leon, we are well aware of the permanent efforts made by everybody, the solidarity that is needed to keep the old quarters of our towns alive. In short: the challenge we now face here is to conserve, improve and project this magnificent cultural heritage into the future; a heritage that is part of the European, as well as the local identity. There are many reasons why the European Union should pay special attention to these issues. The first reason is that the problems inherent in economic, social and demographic developments, the excessive consumption of natural and energy resources and the generation of waste and pollution, are concentrated and aggravated in the urban context. On the other hand, a concentration of economic, material and intellectual resources in cities makes them privileged places for innovation, creativity and communications.

Energía – Transporte - Telemática

Ciudades Históricas

Energy – Transport – Telematics

Historic Cities

The second reason is that most community policies, in practice, have an urban dimension that can not be ignored, even though, for different reasons, this still has not become a basic element of our policies. The third reason is that integral solutions are essential for urban management. That is why greater management capacity should be given to local problems, that should have the necessary management instruments available at city and borough level. A coherent urban agenda therefore requires action at all levels: European, national, regional and local level. But, what are the challenges?. They are not easy to summarise. In the last decade, the services sector has become the leading generator of G.D.P., and the sector operates, basically in an urban setting: cities with better services generate more economic activity. Our cultural heritage is also an asset that we must try to make profitable by taking a long term view and an extremely conservationist approach. In Europe, several million people travel every year to visit high level cultural sites. This is an opportunity that must be taken to give our cities the necessary transport, building, communications infrastructure, etc. Appropriate management of the urban environment is another challenge for "sustainability", as it is known, on a global scale. Agenda 21 that came out of the Rio de Janeiro Summit, explicitly recognised the importance of the local and urban dimension in any environmental policy. Although, as I said, the urban dimension has not thus far been one of the key priorities of European policies, it has an increasingly high profile presence in them. Just last week, the European Commission was discussing a document called "Action plan for sustainable urban development". Then, there is the 5th Framework Programme for Innovation and Technological Development, which is expected to be passed this December. This includes the action "The city of tomorrow and cultural heritage". So, we are moving forward on a European level, in defining policies with a clearer urban perspective. In short, the role of the city in all areas must be recovered. I would like to highlight the importance of energy, my area of responsibility, in all this. I would like to remind you of the fact that it is in the cities and their surrounding areas, where most energy is consumed: 75% of final consumption, for transport, heating, cooling, lighting, etc. We are seeing more and more innovative, cleaner and efficient technologies to cover all these energy needs. As energy technology, one of the main issues of this conference, is also one of the instruments available to us for meeting the challenges we face, we must encourage the penetration of these new technologies in the market. Technology can also help in the development of new activities in our cities. Our interest in these tasks can be seen from the sponsorship of this conference, and we must congratulate the organisers for the job they have done, especially the cities of Salamanca, Evora and Dublin. It is an honour for us to have contributed through the THERMIE programme, our horizontal R+D energy programme. We in the Directorate General for Energy have supported these approaches with all our policies and programmes. Energy efficiency programmes like SAVE, for example, have provided support for many projects promoting rational energy use, both in buildings and in

Energía – Transporte - Telemática

Ciudades Históricas

Energy – Transport – Telematics

Historic Cities

transport. In this sector in particular, major programmes like AUTO-OIL, implemented in collaboration with the car and the oil industry, aim to reach the most ambitious standards for urban air quality by using a more efficient combination of vehicle technology and fuel composition. That is why I feel such satisfaction with the results of projects like ENTIRE and BELT, backed by DGXVII and which have applications here in Salamanca. They intend to demonstrate how new vehicles, in this case natural gas and hybrid vehicles, can make a major contribution to the protection of our environment and to the conservation of our cultural heritage. In other words, they highlight the ties that exist between heritage and technology, the subject of this conference. There can be no doubt that we, mankind, have created these problems. This is nothing new. Many centuries ago, a Chinese wise man said, in another context, "We have found the enemy: it is ourselves". Once again, therefore, it is up to us to find the solutions.

Energía – Transporte - Telemática

Energy – Transport – Telematics

Ciudades Históricas

Historic Cities

EU POLICY ON PROMOTING SUSTAINABLE ENERGIES REPERCUSSION ON HISTORIC CITIES -8$1 )5$*$ 6HFUHWDU\ *HQHUDO (8)25(6 $EVWUDFW The European Commission’s report ENERGY FOR THE FUTURE: RENEWABLE ENERGY SOURCES (the White Paper), has provided a common plan for promoting a significant development of renewable energy sources (RES) for the first time. The White Paper sets ambitious but realistic objectives (12% of primary energy demand for the year 2010), it offers detailed lines of action and proposes an initial launch campaign. Unfortunately, Union budgetary constraints mean that the burden of the strategy proposed will fall mainly on EU member states, regions and towns. This is a consequence of applying the principle of subsidiarity, and also of the need to customise measures to the peculiarities of the different EU levels. Thus, specific developments on a local scale are necessary, but this could hamper a common EU approach and, in some cases, supra-national co-operation. On the other hand, energy efficiency, (EE) faces an even more complex situation, as it is difficult to quantify, especially for setting political objectives. Furthermore, EE requires demand, rather than supply management, making it even more different from conventional plans. The European Commission report 7RZDUG D VWUDWHJ\ IRU WKH UDWLRQDO XVH RI HQHUJ\, in a similar way as with renewables, is the first step toward a common strategy for rational energy use. Current trends in energy policy are basically aimed at achieving greater competitivity. A consensus must be reached in the long term however, on the essential outlines of a common energy strategy for the EU that also considers other factors: respect for the environment, job creation and assuring supply. One can not forget the commitments the EU assumed in Kyoto, with regard to reducing greenhouse gas emissions. Energy efficiency and renewable energies represent one of the few really effective options for reducing CO2 emissions. There are many advantages of having a co-ordinated implementation of new energy technology, which makes an integral assessment of their benefits especially important. This approach could lead to a common policy based on the following guidelines. •

The use of energy efficiency and savings to reduce consumption as much as possible.

•

The increased use of renewable energies to cover as much demand as possible.

•

Cover the remaining supply with conventional sources.

To this end, the European Sustainable Energies Charter (EURENEW) has recently been presented to the European Parliament. This should facilitate legal harmony, going into detail

Energía – Transporte - Telemática

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Energy – Transport – Telematics

Historic Cities

of sustainable development, creating employment and economic growth in a market environment determined by competitivity. A co-ordinated approach should be fostered too, as well as adequate monitoring and assessment mechanisms that enable us to achieve agreed objectives and that will enable us to establish new instruments. The proposal includes an indicative programmes mechanism (Indicative programme for Energy Efficiency and Renewable Energies - PIPER), a periodic obligation of the Commission that would provide a mechanism for establishing binding objectives for each member state and for each technology, and to review them periodically and commit the necessary funding, in the same way as responsibilities are shared out to achieve the common objective of reducing CO2 emission agreed on in Kyoto. This whole framework should be applied at all levels of the EU, community, national, regional and local. The latter two are especially important as these are technologies that are applied in a decentralised manner, with a significant impact on the immediate surroundings. Therefore, and given the job generation and local industry promotion capacity involved, as seen from the local applications that have been implemented thus far, specific local initiatives should be actively adopted for promoting their use. A specific case is the one of adapting new technology to historic cities. Although the opposite may appear to be true, clean and decentralised technology also gives priority to quality rather than quantity, thus adapting to these cities with special success. I believe therefore, that this opportunity to assess the benefits associated with implementing them should not be missed.

Energía – Transporte - Telemática

Energy – Transport – Telematics

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Historic Cities

TELEMATIC OPTIONS FOR PROJECTING HISTORIC CITY CENTRES TOWARD THE CITY OF THE FUTURE 0,*8(/ 0217(6'(2&$ ,168/$

$EVWUDFW Cities form part of our most valuable historic, cultural, architectural and economic heritage and, to a large extent, they are the cradle of our civilisation. The contribution that information and communications technology can make to their sustainable development will enable the historic cities of future generations to continue to play a dynamic role in our society, the Information Society, as they have in the past. Information and Communications Technology should help citizens of today to satisfy their needs without compromising the ability of future generations to identify and satisfy theirs, at a time when our social and economic forms of organisation are in the process of changing into a new scenario, in which information is the key element of the economy. In this new Information Society, Information and Communications Technology provides value added products that consume less resources and have less impact on the environment. The contribution that telematic applications can make toward optimising solutions and to an environmentally friendly management of transport and energy is fundamental. Telematic solutions include forecasting and monitoring systems for water quality; emergency management systems for industrial risks, fires and floods; traffic control and transport management systems; energy management systems; community, tourist, travel and dissemination information systems. But telematics can make a more extensive and specific contribution in historic cities, generating a broad range of human and economic activity in historic city centres. That is why emphasis should be placed on an approach that provides systems and services for citizens, rather than an infrastructure and civil engineering approach. In recent decades, the telecommunications industry has significantly reduced information access costs. At the same time, the computer has evolved from being an autistic machine, into just another cog in a very much more extensive system that is far closer to the individual; a system that, like the individual, is multi-media, mobile and relational. International package switch traffic will exceed circuit switch network traffic this year. Most users are looking for the benefits associated with a technology rather than the specific technology itself; i.e. the services the technology provides and the advantages the user expects to obtain from them. Quality of life and competitivity are associated with services, not just with infrastructures, as the necessity of infrastructure is merely a function of services.

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Ciudades Históricas

Energy – Transport – Telematics

Historic Cities

The benefits of advanced telematic services include: improved quality of life for private users, the creation of a competitive platform for professionals and companies and enhanced public sector efficiency, all of which are essential aspects in our historic city centres. Those of us who are in favour of maximum cohesion in tomorrow’s society, are extremely critical of solutions that depend on enormous investments in infrastructure, even if they are technically advanced and innovative, if they lead to a delay in the availability of new services. By optimising infrastructure investment, using the systems and services approach, it will be possible to assign more resources to promoting demand, something that is fundamental for the necessary feedback in planning processes, with users’ opinions and needs. There are several telematic options for projecting historic city centres toward the city of the future. The validity of each option depends on different factors, but the approach should be initially aimed at services and improving living standards, competitivity and the quality of public services, and these services will be the determining factor in infrastructure investment decisions. The globalisation of markets, the global nature of the Information Society and the elimination of some national barriers in Europe make co-operation between historic cities extremely important and necessary, to turn them into showcases of future solutions. Collaboration between these centres enables them to harness the joint efforts, resources and experiences of all, making actions aimed at their development more effective. We would be promoting the demand for services in our cities, creating a broad and solid user base and, thus, an attractive market for advanced service suppliers and operators. In other words, we would be integrating our historic cities and their inhabitants into the Information Society by allowing them to actively participate in their sustainable development.

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Energy – Transport – Telematics

Ciudades HistĂłricas

Historic Cities

EUROPEAN STRATEGY FOR ALTERNATIVE TRANSPORT IN HISTORICAL CITIES 3$7 %(// %( 0,(, 'LUHFWRU (175$& ,UHODQG

$EVWUDFW Most European cities are experiencing ever growing traffic conditions leading to increasing problems of congestion and emission levels with a consequent loss of quality of life. One of the most effective ways of tackling this problem is to take an integrated approach of introducing more environmentally friendly vehicles and simultaneously encouraging a modal shift from private transport to public transport. Hybrid electric public transport can contribute on both fronts providing an efficient and attractive alternative to the private car. The attractions of the technology have led a significant number of European manufacturers to develop and demonstrate a variety of hybrid electric vehicles in recent years. A considerable amount of this activity has been supported by the THERMIE programme of the Directorate-General for Energy of the European Communities (DG XVII). The whole area of hybrid bus technology is at the cutting edge of vehicle development and has the potential to make a very significant contribution to emission reduction in European historical cities. The paper will present an overview of the current state of development of hybrid buses in Europe and the role played by THERMIE.

ENTRAC is an engineering consultancy specialising in energy efficient and sustainable actions with particular emphasis on transport. ENTRAC is experienced in carrying out investigations and evaluations for national and local governments, large corporations and the European Commission to which it also gives technical support. ENTRAC: 85 Rail Park, Maynooth, Co. Kildare, Ireland

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Energy – Transport – Telematics

Ciudades Históricas

Historic Cities

ENVIRONMENTAL MANAGEMENT IN WORLD HERITAGE CITIES 0 '2/25(6 6,/9(675( &8(67$

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$EVWUDFW One of the basic conditions for UNESCO to declare a city a Mankind Heritage Site is an adequate management that, among other things, guarantees conservation and protection of historic materials: stone, wood, bronze, iron. The struggle against the destructive contamination of our heritage can only be effective with suitable environmental management. The full value of historic, cultural and natural assets can only be universally appreciated if these material testimonies of Mankind’s historic memory have a guaranteed future, so they can be enjoyed and understood by future generations. On the other hand, a Mankind Heritage City is also required to be a living, inhabited city with a human and social future, with sufficient economic activity, usually tourism. For all this to be feasible, environmental management is also required to make human activity possible and attractive. Thus, the most stringent techniques become the inseparable ally of Culture, Art, History and Nature. Because, apart from the right of current citizens to be able to live their lives without destructive pollution, future generations also have the right to receive what will also be their collective memory, in the best possible state of conservation.

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Ciudades Históricas

Historic Cities

ENERGY SUPPLY OPTIONS IN CITIES JOAQUIN COROMINAS (FRVHUYHLV

$EVWUDFW The energy consumed in cities is no longer supplied by a single specific source for each one. Up until now, vehicles have used petrol or diesel, heating has been electric or gas, but, in both cases, supply came from conventional energy companies. Currently, buses can get their fuel from organic urban waste, electricity can be generated on the facades or roofs of city buildings, city vehicles can use electricity, diesel, unleaded petrol or even a less polluting composition. The use of efficient equipment reduces consumption and, thus, reduces the load on the network and energy costs. The introduction of architectural energy techniques reduces energy needs and improves the quality of the habitat. The different energy options presently available enable us to choose the set of technologies that best matches the specific characteristics and needs of each city. Energy is no longer the exclusive preserve of supply companies. Energy is one of the local resources, it is a service and could become one of the problems of the city. Local energy resources and the different technological options mean that urban energy problems can be solved at the same time as global problems arising from inappropriate energy use. In islands, energy tariffs are often lower than cost. It is considered as one of the compensations to off-set the higher costs arising from insularity. Differentiated energy tariffs could also be applied in Mankind Heritage Cities; tariffs that took into consideration possible energy cost increases arising from heritage conservation.

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Energy – Transport – Telematics

Ciudades Históricas

Historic Cities

ENERGY USE IN HISTORIC CENTRES /8,6 2/,9(,5$ 52'5,*8(6 (YRUD 7RZQ &RXQFLO 3RUWXJDO

$EVWUDFW Environmental management concerns in a city like Evora, with an historic city centre, catalogued by UNESCO as a Mankind Heritage Site, in which vehicle traffic pressure has increased enormously in recent years, have lead to actions being developed that are aimed, on the one hand at achieving a more rational regulation of mobility (the SITE project addressed in the transport communication) and, on the other, at taking measures to reduce the pollution load of urban transport vehicles. In this first stage, "FPS" equipment, as it is known, was installed that allowed diesel fuel to be treated in order to enhance combustion and thus, reduce the amount of solid particles released into the atmosphere by 80% to 90%. These devices also reduce fuel consumption by about 10%. In the second stage, a bio-diesel demonstration project, funded by the Community Thermie Programme, was tested. The project was implemented in 3 public transport vehicles and 1 solid domestic waste vehicle. For a period of 6 months, all four vehicles used a fuel mixture made up of 70% diesel and 30% sun flower ether. The results have been so promising that Evora is presently leading a project for installing sun flower ether. To the same end, and also arising out of environmental concern, projects are being promoted in the field of developing the endogenous potential of alternative energies, to harness the potential of vine waste and use it to heat schools. Energy audits are currently being carried out systematically in all the larger municipal buildings with a view to identifying heating/air conditioning projects that allow a maximum use of alternative energies. In the field of public lighting in the area of the Historic City Centre, we are carrying out trials with the most advanced industrial products available, in order to achieve more efficient and rational lighting for the main streets of the old quarter. In the context of this project, we intend to place all overhead power and communications cables underground.

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Historic Cities

LEICESTER: THE UK’S FIRST ENVIRONMENT CITY ENERGY EFFICIENCY STRATEGIES FOR HOMES '20,1, *811 &RPPXQLW\ 6HUYLFHV 0DQDJHU /HLFHVWHU &LW\ &RXQFLO (DVW 0LGODQGV 8. $EVWUDFW /HLFHVWHU has a multi cultural population of 280,000 citizens, we are situated in the centre of England and have been pursuing environmental protection and Sustainability issues with vigour. Leicester has been particularly pro-active in the areas of transport, energy and waste. The Âł9LVLRQ IRU /HLFHVWHU´ which incorporates the principles of Economic Prosperity, Environmental Quality, Social Justice and Cultural Diversity is a shared agenda with all sectors of the community. Leicester City Council has been implementing policies to improve the HQHUJ\ HIILFLHQF\ RI KRPHV since 1993. The home energy efficiency strategies have been developed, with assistance from the European Union in aprtnership with Barnagel in Barcelona, and are designed to reduce energy consumption, create a healthy living environment and to enable all households to have access to affordable warmth. Strategies have been developed to improve the energy efficiency of existing homes whilst promoting, and where possible prescribing, the highest standards for new build. Leicester’s pre 1919 housing stock, which predominates in the city centre, has presented particular challenges. Ninety percent of this housing is owner occupied and the challenge continues to be to persuade these homeowners that they should invest in domestic energy efficiency improvements. 3DUWQHUVKLSV have formed the foundation of Leicester domestic energy efficiency strategies. Negotiations have been carried out with a number of private sector partners including manufacturers, suppliers, installers and contractors. Discounts have been negotiated for the supply of energy efficient goods and services which have then been passed onto homeowners. The Co-operative Bank has offered discounted rates for loans for energy efficient goods and services. A discount card has been produced for every home in the city which enables people to go to suppliers and make purchases at a reduced cost. This range of activities has been marketed under the banner of /HLFHVWHUÂśV Âł(QHUJ\ 6HQVH´ FDPSDLJQ and is being promoted with the support of the local media. +HDOWK DQG 6RFLDO 6HUYLFHV providers have been involved in the debate surrounding strategies to enable all households to have access to affordable warmth and a healthy living environment. These strategies require the establishment of policies, and their implementation, which seek to achieve social equity and improve the health of communities whilst also ensuring that energy efficiency improvements are integral to improved access to warmth and

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Historic Cities

well ventilated homes. Studies are also emerging which demonstrate the contribution that domestic energy efficiency measures can make to improving (GXFDWLRQDO DFKLHYHPHQW. 'HUHJXODWLRQ RI HQHUJ\ VXSSO\ LQ WKH 8. has created a distraction in national, regional and local efforts to raise the profile for domestic energy efficiency. The fuel companies have concentrated their efforts into high profile publicity campaigns promoting reduced pricing with no reference to energy efficiency . This price driven market competition for domestic energy has made the “winning of hearts and minds” for reducing energy consumption even more difficult than it was prior to deregulation. Leicester City Council’s work to improve the energy efficiency of the housing stock has been underpinned by central government legislation in the form of the +RPH (QHUJ\ &RQVHUYDWLRQ $FW which requires all local authorities with responsibility for housing to submit a report describing the energy efficiency of the housing stock, outlining proposals to achieve a significant improvement and to report annually on progress. The guidance for the legislation suggest that a significant improvement would be a thirty percent improvement on 1996 energy consumption and noxious emissions by 2006. This legislation, known in the UK as +(&$, does not give local authorities any access to additional funding for the implementation of domestic energy efficiency improvements.

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FIGHTING TO PROTECT THE CLIMATE EVALUATING THE EXPERIENCE : 1(80$11 +HDG RI (QHUJ\ PDQDJHPHQW DJHQF\ : )5,('(/ (QHUJ\ SODQQLQJ VHFWLRQ (QHUJLHUHIHUDW 6WDGW )UDQNIXUW DP 0DLQ $EVWUDFW ,QWURGXFWLRQ As one of the founders of “Climate Allianceâ€?, a group of municipalities in Europe formed to protect the climate, Frankfurt am Main decided in 1991 to set a global objective of cutting CO2 by 50% by the year 2010. To organize the process of CO2 reduction and to develop an energy concept, the “Energiereferatâ€? was founded as a local energy agency in 1990. The „Energiereferat“ within the Environmental Department is responsible for all private customers (e.g. households, investors and industries), the Energy Section a part of the Building Department of the City of Frankfurt is dealing with energy saving measures in public buildings. To achieve the ambitious goal on CO2-reduction , four lines of action are being followed: • designing low-energy homes with a heat consumption of less than 270 MJ/m2 per year and laying down strict heat standards for the urban area • systematically developing combined heat and power (CHP) at big power stations and small or medium sized decentralized production units • saving electricity in housing, offices and industry • promoting solar power and photovoltaic energy through subsidies To promote this programme a working group on CHP and an “Energy tableâ€? discussing modernisation of heating boilers have been founded. Working out criteria for a “low energy officeâ€? is part of the process of “Local Agenda 21â€?. Since the programme was started, some interesting results have been achieved: • more than 1,500 new dwellings have been constructed as low energy houses, • CHP production in small and medium units has been increased from 100 kWel (1991) to 17,000 kWel (1998), • 160 solar heating systems have been installed, • the local utility pays 0,07 ECU/kWh for electricity fed into the grid from CHP and 0,65 ECU/kWh from photovoltaics, • CO2 emissions rose from 7.6 million tonnes in 1987 to 7.85 million tonnes in 1992, falling to 7.3 million tonnes in 1995 (not including traffic). The presentation gives an overview on some of the activities and achievements of the above mentioned institutions.

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LIMITS OF INTERVENTION ON THE ISSUE OF ENERGY IN OLD BUILDINGS THAT FORM PART OF THE HERITAGE 0$5,2 0$78/,& $UFKLWHFW DQG ([SHUW ± 3DULV $EVWUDFW The purpose of this talk is to present three French analyses of studies and work to improve the performance of the heating in old buildings. Each case involves buildings classified as Historical Monuments (at least partially), which means, from the point of view of the regulations currently in force, preserving all of the original components of the building in their entirety (the precept being “a monument is a document”). 7KH FDVH RI WKH 3DULV /DZ &RXUWV The Court comprises a group of buildings whose origins go back to the former residence of the kings of France (la Conciergerie – the caretaker’s lodge), with extensions and additions that varied with the history of the city of Paris. Currently, this heterogeneous agglomerate, whose latest extensions were added in the 1960s, is nonetheless classified as an historic monument and the three biggest courts in France occupy its total surface of 170,000 sq.m. The Sainte Chapelle (Holy Chapel) and the famous “Quai des Orfèvres” – the offices of the Paris Criminal investigation department (a location made famous by the books on superintendent Megret) – now also form part of the whole. The conversion of this complex of more than 5,000 offices together with its related services, which house 10,000 people every day, serves as a unique model as regards the technique of working in an occupied area. Using this example, we shall look at the motives that determined the works carried out and the limits thereof. 7KH FDVH RI WKH 9HUVDLOOHV FRXUW RI DSSHDO The current Court of Appeal in Versailles is a building that was constructed at the time of Louis XIV - in 1670 by the famous architect MANSARD to be precise - and it was declared an historical monument. This complex, which was intended to house the army responsible for supervising the construction of the Roi Soleil’s castle (the Sun King), became the “Quartier de la Reine” (the Queen’s Quarters) which housed her special guard and her carriages. This harmonious building complex continued to serve as barracks for three centuries up until 1975 when it became necessary to transform it into the newly created court. Apart from adapting the rooms to a new use, the complex was conserved in its entirety with respect to its layout and external appearance. Improvements with respect to energy proved to be a far easier task to the extent that, despite strict regulations governing the respect of classified monuments (forms and materials), the interior was not preserved at the same level as in Paris and the new Court did not immediately occupy the entire premises. This case is interesting in that it demonstrates the limits to the improvements on this building with respect to its layout and to the strict respect of the preservation of its facades and roofing.

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Historic Cities

The case of the Antiquaires du Louvre building The ANTIQUAIRES DU LOUVRE (Louvre Antique Dealers) is a complex that dates from the 19th century. It is not classified as an historical monument as such, but as part of a building complex in the rue de Rivoli. It was initially built for speculative purposes and was partially transformed, in turn, into luxury apartments, hotels or offices, and subsequently become an annexe of the Ministry of Finance which had become cramped in the prestigious Louvre. When the Ministry of Finance moved into the new complex, our building was transformed into an office complex with shops specialized in the antiques trade covering its entire ground floor and first level basement. The heavy restoration work on this building demonstrates how it is possible to totally review the energy problem in a context where the layout and occupation of the premises so permit. CONCLUSION Whether or not a heritage comprises buildings classified as historical monuments, the authorities should adopt an identical attitude, particularly as regards urban complexes that are all too often neglected because they do not possess at least one monumental facade. These complexes, taken collectively or singly, are often in demand in order to be transformed or adapted to so-called modern “norms” or “needs”. Building works have too often altered the premises without fundamentally providing any substantial improvements or savings. It is always possible to improve the ambient conditions in old buildings, where temperatures are too low for our comfort and the degree of humidity is too high, but by controlling their limits from the beginning of the feasibility study.

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LIGHTING BUILDINGS AND HISTORIC MONUMENTS 9,&725 %$5%(52 ,%(5'52/$ ,QJHQLHUtD \ &RQVXOWRUtD ,%(5,1&2 5HVXPHQ The presentation focuses on the use of different types of lamps as light sources and lighting levels depending on the materials the building is made of and its use, maintaining natural tones and, in some cases, highlighting the monument’s architecture. It includes examples of solutions adopted to illustrate this.

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Historic Cities

COMBINED HEAT AND POWER UNIT LINKED WITH DISTRICT HEATING SYSTEM IN DUBLIN CITY -2+1 & 2¶&21125 BE MEngSc, Senior Engineer Dublin Corporation $EVWUDFW Combined Heat and Power, or CHP as it is more commonly referred to, is the simultaneous generation of electricity and useful heat in a single process. It utilises the heat produced in electricity generation rather than releasing it wastefully to the atmosphere. Applications that are generally suitable for CHP include hotels, hospitals, industrial processes and commercial buildings, where a continuous demand for heat and power exists. The main advantages of using CHP are: • • • •

Reduced emissions of CO2 and other green house gases Reduction in primary energy consumption Reduced energy costs Independent energy supply

Dublin Corporation is the municipality for the City of Dublin and its head quarters, the Civic Offices, are located in the centre of the medieval city. A CHP unit is located in the Civic Office which generates electricity for the Civic Offices and heat for the Offices, neighbouring Hotels, Apartments and other buildings. The project was undertaken by Dublin Corporation and Conservation Engineering Limited with support from the EU under their THERMIE programme and in collaboration with the building owners who use the heat. The support of the gas and electricity utility companies Bord Gais and the Electricity Supply Bord was also vital to its success. The CHP/District Heating System based at the Civic Offices has resulted in a 60% reduction in CO2 emissions and a 40% reduction in the use of fossil fuel. There has also been a reduction in energy costs. The reduction in CO2 emissions is equivalent to the amount used by approx. 120 hectares of rain forest. The use of CHP units is not new, however in typical applications in hospitals and hotels the CHP unit supplies 20% or less of the electrical demand of the building. The key feature of the CHP unit at the Civic Offices is that the electricity supplied is equivalent to the total amount used by the Civic buildings. This is made possible by having a balanced heating load, which is provided by way of the district heating system.

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The CHP unit is fuelled by natural gas. The unit was supplied by Jenbacher Enginesysteme AG from Austria and has a 20 cylinder 4-stroke spark ignition gas engine. A heat exchanger recovers heat from the engine exhaust and cooling system to produce hot water. Flow and return district heating pipework supplies heat to various buildings by way of heat exchangers. Peak electrical demand is accommodated by importing electricity from the national grid. At off peak times electricity is supplied into the national grid from the CHP unit. It has an electrical output of 922 kW and a thermal output of 1132 kW. The total efficiency is 89.3%. The CHP and district heating system has been in operation since 1st January 1997. This was followed by another CHP/District Heating System coming into operation in Dublin City this year, with other similar systems due to be completed in Dublin over the next number of years. The system would not have been possible without the support of the EU through the Thermie programme. The benefits in environmental terms are substantial with significant reduction in CO2 emissions and the use of fossil fuel. In addition Dublin Corporation and other building owners have benefited by reduced energy costs.

Key Words:

Combined Heat and Power, CHP, district heating system, cogeneration.

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BUILDING DISTRIBUTED CONTROL SYSTEMS 3('52 -26e 6$1= +(51Ăˆ1'(=

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,QWURGXFWLRQ Classification of buildings. Present situation of a building Basis for developing Building Management Systems

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,QWHJUDWHG VXE V\VWHPV RI D EXLOGLQJ PDQDJHPHQW V\VWHP Energy saving Heating/cooling Lighting Lift control Gas detection Fire-fighting control systems Charging tolls Intrusion security CCTV surveillance Sign-posting and evacuation Access and presence control Rounds control.

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)HDWXUHV RI EXLOGLQJ PDQDJHPHQW V\VWHPV Development Planning and life cycles Integral information management Necessary investment Disadvantages Conclusions

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Ciudades Históricas

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Electricity generators, UPS, etc.

8.2. - Gas detection system • Hydrocarbon detection • Action • CO detection. Car parks. • Action

Energy – Transport – Telematics

Historic Cities

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Energy – Transport – Telematics

Ciudades Históricas

Historic Cities

PRACTICAL TOOLS TO SHAPE SUSTAINABLE CITIES $/)2162 6(9,//$

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$EVWUDFW Since the Stone Age, men of all latitudes have built their homes using the available skills and materials with the aim to solve the problems affecting their communities at their specific moment. Security, privacy, comfort or social recognition have driven the mechanisms to build what today is known as “our built environment”. However, at the verge of the 21st. century, energy-efficient concepts have emerged as those new elements which impose unavoidable constraints to what it is perceived as a legitimate desire of welfare and highcomfort standards. The following is a brief introduction to the tools existing at everybody's hands to shape the urban development into the sustainable frame: 8UEDQ 3ODQQLQJ ,QIUDVWUXFWXUHV A number of good practice rules may be considered, even though that urban planning is normally conceived at both national and local levels, thus having specific applicable actions. Among those ‘golden’ rules, we may list the following: • Facilitate the adoption of higher quality standards for new or retrofitted buildings by incentivating builders and/or users • Promote local building codes aiming at energy consumption reduction and environmental impact minimisation of urban areas • Remove any discriminatory regulation regarding implementation of renewable energies • Introduce energy and environmental improvement legislation into the urban master plan, when reviewing or updating it • Use functional zoning to increase quality of life by diminishing pollution related to urban transportation. For this purpose, it is very helpful to promote the separation of transportation modes, giving priority to car-free paths, i.e. pedestrian or bike paths, tram lines.. Two approaches are suitable to be considered regarding energy conservation, site planning and landscaping. %XLOGLQJV Buildings account for a 40% of the total energy consumed in cities. If properly designed and built, dwellings should by themselves temperate the external climate shifts and keep internal conditions close to the comfort levels. The main GHVLJQ WRSLFV concerned are: orientation, building materials, internal zoning, ventilation patterns and daylighting concepts. By a proper design process considering the topics above, an important reduction of energy consumption can be achieved, especially in terms of space heating and cooling.

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Historic Cities

Whenever possible, especially in retrofitting of large urban areas, the re-use of demolition materials is recommended. :DVWH The municipal waste management call for a principle of integration, avoidance of waste production, disposal aiming to recycle materials and composting of organic material. The following guidelines should be applied: • Avoidance of the production of waste by adopting goals to reduce the types and the volumes of all cathegories of waste. • Maximum separate at source and recovery of materials by mechanical sorter at a later stage in the waste disposal area. This is clearly applicable at domestic level as domestic waste contains various constituents which should be collected separately, either because they are an obstacle for conventional treatment or because they can be reused. :DWHU To sustain an acceptable quality of life, a society must provide its people with about 30 cubic meters of water per person per year for direct domestic consumption. Water agencies may consider the following strategies: &RQVHUYDWLRQ. One of the least costly and most effective methods of meeting water demands is to make better use of existing supply through the application of modern water conservation and water saving devices at home. In the urban areas, conservation applies to control the leaks of water suply means, appropriate management of green areas especies and watering and home water reduction. 5HF\FOLQJ. Recycling is mostly thought to apply to industries where different water quality of water may be used for distinct purposes and thus, internal water recycle is possible. :DWHU UH XVH As per the case of municipal waste waters, they are candidates to another use cycle in different ways. If enough agricultural land is close to the urban settlement and appropriate cleaning is undertaken, waste water may be involved in either agricultural or landscape irrigation. Should a complete cleaning process is undertaken, then ground water recharge or miscellaneous activities as recreational lakes, industrial cooling, car washing or commercial laundries are possible alternatives. Industrial cooling water is a common demand that can sometimes be supplied by reclaimed water: the appeal of reclaimed water will depend on the relative quality of the potable and reclaimed water. 7UDQVSRUW Transport represents a 30% of the total energy comsumption in developed countries. It may be said that modern cities are dominated by the automobile; which is propelled by internal combustion engines, whith highly polluting emissions and low energy efficiency ( about 20% ). The following ordinances may mitigate the problem by restricting private car use, and are promulgated by more and more cities: • to implement car-free areas • to impulse efficient and coordinated public transport systems • to introduce low or zero emission vehicles in the bus fleets, use of trams • to accomodate some street capacity for only-bike use • to restrict parking spaces

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Energy – Transport – Telematics

Historic Cities

(QHUJ\ 7HFKQRORJLHV Besides the energy-saving measures written above regarding a lower consumption, both in buildings or transport applications, there are some other general possibilities: ,QFUHDVH WKH WUDQVIRUPDWLRQ HIILFLHQFLHV LQ WKH HQHUJ\ F\FOH: For that, the number of conversions must be reduced, as well as to minimize energy losses as possible. As good examples, the combined cycle power plants and the combined heat and power ones must be mentioned. In the building sector, cogeneration systems are applicable when a constant heat demad is guaranteed and may be implemented either in centralised plants with district heating/cooling networks or small-scale units serving mostly, tertiary buildings. 8WLOL]DWLRQ RI FOHDQHU HQHUJ\ VRXUFHV Within non renewable energy sources, the most inmediate step is to move from oil or coal to natural gas. The next step is the introduction of the so-called renewable energies, namely: photovoltaics, solar thermal ( already considered for buildings in the concept bio-climatic architecture ), wind, biomass or tidal. sustainable development, conscious urban planning, energy saving, water management, waste con-

.H\ ZRUGV

trol, traffic.

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Historic Cities

GIS FOR PLANNING THE CULTURAL HERITAGE : A RESOURCE FOR THE MUNICIPALITIES 0$852 6$/9(0,1, /DERUDWRULR GL VLVWHPL LQIRUPDWLYL WHUULWRULDOL H DPELHQWDOL /$%6,7$ 'LSDUWLPHQWR GL &DUDWWHUL GHJOL (GLILFL H GHOO $PELHQWH 8QLYHUVLWj GL 5RPD /D 6DSLHQ]D $EVWUDFW

The use of GIS for public planning activities is among the most interesting and challenging opportunities ever offered to the GIS community. This is especially true for planning those cities and those environments which are characterised by cultural, historical, administrative and physical features which are unique and indeed rather complex. At the level of historical centres the large complexity of human settlements and the difficulty of their modelling is widely demonstrated . Such considerations are particularly true in European countries , since several historical, socio-demographic, economic, political and operational aspects have to be taken into consideration when planning by GIS techniques. The planning of historical centres is deeply changed after the Sixties according to the modifications occurred in the municipalities‘ policies and management, in the new trends of public participation and environmental interests and in the development of information and communication technology. From a physical and architectural conservative planning we suddenly moved to a planning of infrastructures, systems and objects. Nowadays more than in the past the historical centre of a city should be regarded as a component of a more complex habitat system which is the urban area, the metropolitan area or the region. To this component, the historical centre, it is not possible anymore to apply the design principles of the traditional architecture and physical city planning but a new approach should be used to guarantee the bundling of all functions inside its complex reality. It is a great challenge for the geographic information systems but they may perform that according with an intelligent definition and use of the data and geographic information and a positive approach to the problem solving driven by the real needs of the planning avoiding purely aesthetic approaches and bizarre ideas of city design which are often followed by the planners. http://www.uniroma1.it/DICEA/GIS_LAB.HTM

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Ciudades Históricas

Historic Cities

INTEGRAL MAINTENANCE SYSTEMS FOR HISTORIC BUILDINGS $1721,2 &257e6 ,=48,(5'2 -HIH GH 'LYLVLyQ GH 0DQWHQLPLHQWR 6,(06$

5HVXPHQ Many approaches to building maintenance have to be modified when the buildings in question are "historic". This is due to the fact that new factors come into play that a maintenance manager must take into consideration before starting work. Points that may interfere with the maintenance of an historic building can be summarised as follows: • Architectural Services • Preparation of Plans • Study of Materials • Training • Staff training • Analysis of structures • Inventory • Registers. Documents • Maintenance plan • Technical Assistance. Guarantees • Conservation study • Historic conservation of the landscape

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MAINTENANCE ENGINEERING AND MANAGEMENT OF HISTORIC HERITAGE: SOME THOUGHTS ON PUBLIC ADMINISTRATION TENDERING LAWS )5$1&,6&2 /8,6 *$5&,$ $+80$'$ ,%(5'52/$ HQJLQHHULQJ DQG FRQVXOWDQWV ,%(5,1&2

$EVWUDFW Within the concept of integrated heritage management, known as Facility Management, maintenance is fundamental for establishing model availability, which will have an impact on heritage image for customers (tourists, users, etc.) Maintenance Engineering has proved to be a powerful weapon for setting appropriate Historic Heritage maintenance policies, that optimise the cost model simultaneously with availability and security. As it contemplates heritage model management integrally, it also enables us to establish synergies with other services. This requires a tool that can clearly establish a starting point and diagnose the situation of the model. This tool is the Model Maintenance Management Audit. System efficiency must be analysed, using concepts such as Integral Operation Externalisation and Model Maintenance. This new situation involves considering these new points of view in Public Administration tendering.

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VIABILITY PROJECT FOR ELIMINATION ELECTRIC, TELEGRAFIC AND TELEPHONIC OVERHEAD CABLES AND AERIALS IN THE TOLEDO HISTORIC CITY CENTRE -8$1 ,*1$&,2 '( 0(6$ 58,= 3UHVLGHQWH GH OD &RPLVLyQ GH *HUHQFLD GH OD 5HDO )XQGDFLyQ GH 7ROHGR -(6Ò6 &$552%/(6 Director del Estudio Sobre el Impacto Ambiental y Arqueológico $EVWUDFW Promoted by the Real Fundacióin de Toledo and with the participation of public administrations, Iberdrola and Telefonica, this study, finalised in 1994, was a pioneer in its field in Spain. Its aim was to act as a pilot project in Toledo to be implemented in similar historic cities, once it had been tried out. Its objective goes far beyond simply eliminating elements that have a negative impact on the urban landscape, it includes an extensive study of future communications, placing Toledo on the cutting edge thanks to the possibilities it considers. The project analyses feasibility from the following points of view: technical, environmental and archaeological, legal, financing and investment.

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Historic Cities

THE EFFECTS OF NEW BUILDINGS AND SERVICES ON DUBLIN’S SUBTERRANEAN AND BUILT HERITAGE '$,5( 2 5285.( &LW\ DUFKHRORJ\VW 'XEOLQ &RUSRUDWLRQ

$EVWUDFW Dublin is a city with a 1,000 year old history. The city was founded in the 9th century by Viking raiders and traders and over the past millenium has continued to develop and evolve. Dublin’s past lies meters beneath the ground and has remained largely intact until the latter part of this century when the economic boom that Dublin is undergoing has seen the need for massive development. This development is largely within the dilapidated inner core, which forms the centre of the medieval town. New building requring massive foundations and services has had a severe impact on the underlying archaeology but has also created opportunites for investigation. Our knowledge of the medieval city has increased 100 fold in the last twenty to thirty years. Due to the nature of development, the technology involved in developing foundation techniques to minimise impact on the archaeological layers has also developed, with minimal impact piling now the preferred mode of construction technique. Sustainable development as outlined in Agenda 21 has also had enormous effects on the subterranean archaeology. By conservation of the built heritage not only are these buildings being preserved but what lies beneath is also protected. The built heritage of Dublin is largely Georgian in date i.e. mid 18th century onwards. However, buildings from the late 16th and 17th century also survive, though often with numerous interventions over the years. Coupled with this are aspects of medieval towers and the medieval city wall, remains of the medieval and later street pattern which are also an integral part of the heritage of any town. This paper proposes to deal with the practical aspects of the effects new technology can have on the medieval town in its streetscape, built heritage and subterranean archaeological deposits.

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Historic Cities

THE HISTORIC HEART OF DUBLIN %5('$ /$1( 3ODQQLQJ DQG 'HYHORSPHQW 'HSDUWPHQW 'XEOLQ &RUSRUDWLRQ

In November 1995 Dublin Corporation in partnership with the Dublin Civic Trust, made an application to the European Commission for financial assistance under Article 10 of ERDF Regulation in the field of Urban Pilot Projects for a project entitled “Maintaining the Historic Heart of Dublin”. The application was successful and the Partnership was granted 2 m ECU or 75% of total eligible expenditure, for carrying out the Project. The aim of the Project is to encourage the viability of Dublin as a truly sustainable city where the heritage of the city is respected and restored and the economic and social needs of the community are met in the framework of Agenda 21. One of the specific objectives of the Historic Heart of Dublin is the applied use of information technology for the maintenance and enhancement of the city’s unique building stock, for economic and cultural development. This paper will outline how this objective is to be achieved.

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Historic Cities

ULTRALOW EMISSIONS TECHNOLOGIES FOR URBAN TRANSPORTATION & /20%$5', 5 5,12/), ( 92/3, )LDW 5HVHDUFK &HQWHU (QJLQHV 5 '

$EVWUDFW Mandatory EURO exhaust emissions limits , more severe EEV’S limits,to be subjected to fiscal incentives by Member States of European Community,emissions targets of Alternative Traffic in Towns project,SULEV and ZEV limits are illustrated and commented. The new techologies under development aimed at reducing pollutants in the exhaust are presented for gasoline engine and diesel engine. Natural gas Otto cycle engines appear to be the most promising and available technology to obtain a huge improvement very quickly of town’s air quality at reasonable costs in comparison with other propulsion systems including Hybrid and Fuel Cell. Basic technologies for CNG engines ,on -board fuel storage system,gas feeding system,aftertretment system with three way catalyst,are illustrated. Some examples of dedicated and bi-fuel engines for light and heavy duty application are considered. The potential of these first generation CNG vehicles to meet European emission limits of stages 2000 and 2005 is discussed. A second generation of CNG vehicles ,under development,will be able to achieve even lower emissions inproving at the same time the efficiency through the use of aftertretment systems specifically designed for methane and the development of engine control strategies for stoichiometric and lean-burn configuration.

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Historic Cities

HYBRID VEHICLES IN HISTORIC CITIES THERMIE "BELT" PROJECT 0,*8(/ )5$,/( )5$1&,6&2 * %$/0$6 ,9(&2 ± 3(*$62

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The need for transport in the Western world, both for passengers and goods, is proportional to the level of development of each country, thus making transport a leading factor of energy consumption. In the European Union in particular, transport uses one third of all energy consumed and, within the transport sector, road transport accounts for 84%. On the down side, the use of automobiles has an environmental impact, due to both exhaust gas emissions and noise generated, which, basically, will be a function of the energy consumed. In general terms therefore, one third of pollution is caused by transport. Obviously, from the standpoint of the European Commission, pollution related problems represent one of their great challenges and objectives, which is why increasingly demanding pollution regulations are constantly being laid down for vehicles, with a view to making vehicles more and more environmentally friendly. Nowadays, with standards known as EURO2 in force, vehicles only cause one third of the pollution they generated just ten years ago, and the up-coming EURO3 and future standards will bring pollution levels down even further. However, these regulations are aimed at transport in general, they do not manage to accommodate the specific needs of major built up areas, because of the impact transport has on the quality of life of city dwellers and also because of the local impact pollution has on historic heritage. So, despite the fact that new vehicles, with conventional propulsion systems are complying with ever stricter pollution regulations, it is not enough to alleviate pollution levels in cities. It is in this facet that local authorities have a major role to play, either by implementing political measures (restricting private traffic, deterrent car-parks, public transport, etc.), with local special disposition measures or pollution regulations, or by taking technical measures, such as the use of minimum environmental impact vehicles. The "BELT" Thermie Project aims to demonstrate the feasibility of using purely electric vehicles (small size) or hybrid vehicles (medium size) for the whole range of public services in historic city centres. In this specific case, several demonstration trials are to be carried out with these vehicles acting as support vehicles for the bus fleets of the cities of Salamanca and Genoa. The project includes other innovative aspects like the use of rapid battery re-charge service points, with a view to increasing the range of these vehicles in electric, or Zero Emissions

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Historic Cities

mode, and comparative assessment for both types of vehicle, comparing them with their diesel equivalents. The final objective of the project is to show that historic cities, like those mentioned above, with high levels of pollution and important historic and artistic heritages to protect, can improve their environments without reducing mobility by using this kind of vehicles.

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THERMIE PROJECTS IN THE HISTORIC SETTING OF SALAMANCA )5$1&,6&2 $/%$55$1 &RXQFLOORU UHVSRQVLEOH IRU 7UDQVSRUW 6DODPDQFD &LW\ &RXQFLO $EVWUDFW The problems of traffic congestion and noise become especially acute in metropolitan areas or zones. Along with the human problems they generate, due to reduced mobility and health problems, cities with a major historic heritage are becoming increasingly concerned by the fact that the prejudicial effect that pollution has on historic and cultural heritage of cities like Salamanca, considered as an Historic Heritage Site, must be added to the problems related to pollution and the mobility of the population. In the face of this divers and complex problem, the Salamanca City Council decided to promote a series of different actions and projects, from re-structuring and regulating traffic, turning the Historic City Centre into a pedestrian precinct, to implementing data transfer technologies and programmes and, especially the decision to introduce truly clean energy powered urban transport systems, for both mass passenger transport and other kinds of municipal transport. This clean transport also represents a step toward achieving a top quality and highly efficient mass passenger transport system, incorporating the very latest comfort, security and accessibility (integral ultra-low floor) developments and technologies. In order to achieve and guarantee these ambitious objectives, the Salamanca City Council, aware of the complexity of the projects, opted to include them in a prestigious and accredited European Union programme; THERMIE. The European Union’s recent approval of two THERMIE Projects: ENTIRE Project BELT Project Are confirmation for Salamanca of the validity and quality of these projects and the objectives set by the Council, along with several other Community countries. In the "ENTIRE" THERMIE project, actions in the city of Salamanca are focussed on implementing a fleet of five Natural Gas powered buses. Other companies that are collaborating and participating in the experience, along with the co-ordinating role of the City Council in the city of Salamanca itself, are "6DODPDQFD GH 7UDQVSRUWHV to use and manage this fleet, ,9(&2 3(*$62 , in charge of developing and manufacturing these stateof-the-art CNG buses, and *DV &DVWLOOD , as the supplier of the natural gas for the buses and to provide re-fuelling infrastructure. In the second THERMIE project, "BELT", there is a demonstration of the feasibility of electric and hybrid powered vehicles for certain public services in historic surroundings. Along with the Salamanca City Council, other companies are participating in the area of Salamanca, like "IVECO - PEGASO", in charge of developing and manufacturing the vehicles, and "Salamanca de Transportes", who use the vehicles as support for their bus fleet.

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The University of Salamanca is also going to take part in the two projects, along with the City Council, to carry out the necessary energy balance and performance studies involved in this kind of transport. Throughout 1999, these experiences will become reality, when these buses become part of the fleet serving the city of Salamanca. We believe they will represent a major benefit that will make a significant contribution to minimising the effects of pollution that do so much damage to both people and to the cultural and historic heritage that is a legacy we must protect. On the other hand, we think these experiences will act as a foundation and as support for other environments and cities in Spain that have similar problems and objectives to ours.

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LESSONS LEARNED FROM JUPITER HOW TO ACHIEVE ENERGY SAVINGS AND ENVIRONMENTAL IMPROVEMENTS THROUGH TRANSPORT MEASURES 1250$1 -$0(6 Associate Transport and Travel Research Ltd - UK $EVWUDFW %DVHOLQH In 1992 the European Commission, through the THERMIE energy-saving programme, launched a call for proposals for targeted projects which would integrate a range of measures and best available technologies for improving and promoting public transport in medium-sized cities. The largest of the three projects selected was the JUPITER Project, involving six cities, which implemented a variety of measures offering a range of sizes, structures and environmental conditions. %DFNJURXQG Transport is a major and increasing user of energy in modern society. Energy consumption in the transport sector doubled between 1960 and 1994. The transport sector now consumes about one third of all energy in Europe, and its share of total energy consumption continues to increase. By the year 2020 transport energy consumption is forecast to increase by a further 35% compared to its 1995 level, whereas the total energy consumed by all sectors will increase by 24%. It is against this background that the JUPITER initiative was launched to determine the positive impact that an innovative package of transport measures could have on energy consumption and the environment. -83,7(5 -RLQW 8UEDQ 3URMHFW LQ 7UDQVSRUW (QHUJ\ 5HGXFWLRQ

The partner cities in JUPITER were: • • • • • •

Aalborg (Denmark) Bilbao (Spain) Florence (Italy) Gent (Belgium) Liverpool (United Kingdom) and Patra

The common objective of the project was to analyse the specific experiences in each application area and draw conclusions which could be applied to other urban situations in Europe. An evaluation methodology was established which may be applied to a variety of measures across different urban locations. In addition, JUPITER aimed to disseminate the lessons learned across the European member states, in order to maximise the learning which can be gained from transferring the various experiences. The total investment in JUPITER was 62 million ecus, of which 21% was financed by the THERMIE Programme.

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0HDVXUHV The innovative feature of JUPITER (and the other TPPs) was the implementation of integrated packages of strategies and measures as large scale demonstration projects within each of the partner cities. Figure 1 demonstrates the range of measures applied: -83,7(5 FLW\ 0HDVXUHV

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Each project combined state-of-the-art technologies with transport policies that are highly innovative in the local context. Most of the demonstrations incorporated new vehicle or fuel technologies with transport management measures, but the major focus was on transport management strategies that encourage the use of environmentally friendly modes and discourage the use of private cars. 5HVXOWV

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Ciudades Históricas

Energy – Transport – Telematics

Historic Cities

The JUPITER Project demonstrates that substantial reductions in energy consumption and vehicle emissions can be achieved by demonstration projects integrating advanced vehicle and clean fuel technologies with transport management measures. 6&23( 2) 7+,6 3$3(5 This paper reports in detail on the integrated transport initiatives applied within the JUPITER cities, and reports on the major results arising from the evaluation procedure. It draws the key conclusions, with particular reference to the aims of the Salamanca Conference.

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IMPACT OF TRANSPORT IN HISTORIC CITY CENTRES ECOLOGICAL TRANSPORT AND ENERGY CONSERVATION LINE SERVICE BY HYBRID AND ELECTRIC VEHICLES, COMPARISON OF TECHNICAL RESULTS *,$1&$5/2 &5(3$/', 'LUHWWRUH *HQHUDOH ± $77(6,1$ 6 S D &LWWi GL 7UHQWR In the latest ten-year’s experience in public transport on route, particularly in city public transport, we came across more and more dramatic conditions of city pollution. This situation, besides affecting human health, as it is already known, causes the darkening of our most precious architectures because of the smog, thus requiring supplementary heavy costs to remove it. In order to find a remedy, on 12 February 1990 Atesina diverted almost all bus routes from the historical centre to its borders and replaced them by an electric minibuses service; this step enabled the Company to continue the important bus service within the area and assure the lack of any environmental impact. Atesina, after a nine years experience using completely clean energy vehicles, today is able to bring technical results to this Congress notice; these results come from our experiences confronted with all-electric propulsion and hybrid of the public transport vehicles. Our company is also able to point out the good technical results of the less environmental impact obtained using these vehicles in the historical centre of the town. The route served by electric minibuses follows a circle line, covering a distance of 3 km through the historical centre of Trento; with 13 stops and a commercial speed of 12,7 km/h, from 7.00 to 20.00 on weekdays. It foresees 46 daily runs calling every 16 minutes. What refers electric vehicles figures number a total amount of 26800 runs a year covering a distance of 80,500 km. YEARLY RUNS THROUGHOUT THE “PROTECTED” AREA CARRIED OUT BY LARGE SIZED VEHICLES ARE 40,820 COVERING A DISTANCE OF 53,000 KM. A positive change in the commercial speed (about 8%) may be also evidenced by other routes which are not compelled to travel throughout the city. 1RZ , FRXOG VKRUWO\ H[SODLQ VRPH 7HFKQLFDO GHWDLOV Atesina has been using three electric since February 1990. At present date they have covered a total distance of 450,000 km and required 470,000 kilowatt/h. Vehicles are equipped with an electric engine at continuous current with a peak power of 43 kw ( 22 Kw in case of non-stop service). The minibuses can carry 20 passengers ( 9 seated , 11 standees and the driver). The weight (tare) of the vehicle on route is 4.200 kg, of which 1.370 kg are given by stacks of lead traction accumulators having a nominal capacity of 195 Ah, supplied by a tension of

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192 volts. They are placed in particular sites at the sides and on the back of the vehicle. A maximum speed of 55 km/h with 60 km autonomy along the city route. The maximum speeding up is of 1,5 m/s2; from zero to 30 km/h within 11 seconds. Electricity consumption: 1,05 Kwh/km: All vehicles are equipped with an electronic system which enables the kinetic energy regeneration whenever the accelerator is released and the brake is used. What refers accumulators, they can be considered as prettily reliable. At the plant they are recharged by a 15% nominal energy through a series of traditional feeding-rectifiers. The recharge takes about 7-8 hours. In order to increase the battery life partial recharge at terminals (biberonage) is not carried out any more. This enables an average battery life of 3-4 years. (FRORJLFDO DGYDQWDJHV What refers above data, on the basis of standard consumption of the vehicles from 10 to 12 m which were diverted from the historical centre, we can calculate the yearly reduction in polluting emission within the “ protected “ area. In case we had used steady state thermal vehicles at Euro 0, Euro 1 and , we would necessarily calculate an average emission according to different engines. If we consider the emissions of electric vehicles as insignificant, we would get the following figures: 3527(&7(' $5($ 6,78$7,21 %()25( 7+ )(%58$5<

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3DVVHQJHUVÂś IUHTXHQF\ DQG UHDFWLRQV The ecological route has been very well accepted since 1990 and has been taken by a variety of passengers even by tourists. It numbers about 15 passengers per run, about 465,000 passengers/year, being 65% of the seats taken as an average: so far about 3,5 million passengers have been carried on the route served by vehicles with no emissions. The frequency shows an increasingly steady use of the route compared to the other routes and the necessity of reinforcing the transport offer at peak times. 75(172 72:1 %86 6(59,&( 86(56 &20326,7,21

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The present transport system carried out by electric minibuses has definitely consolidated its positions and after having solved all reliability problems it seems to be the ideal means of transport throughout historical centres and as a shuttle “skibus pendulum� in Ski resorts. Two very important deficiencies which have not been solved yet reduce its employ: its limited autonomy given by the accumulators which are employed at present and its heavy running costs. Another substantial point which affects these costs concerns labour to replace dead batteries, which is carried out three times a day for every bus: relevant dead times and distances covered to reach the recharge- replacing station are also to be considered. In order to solve the problem a new proposal concerning the employment of hybrid vehicles has been focused. +\EULG YHKLFOH is called an electric minibus equipped with a reduced load of batteries (about a half) and with a steady working generator on board without power transients according to the average energy requirement of the vehicle on the route. Its thermal engine causes some pollution but the level of the emissions is very low since it works on a steady basis and consequently according to optimal parameters without requiring any arrangement. Furthermore since routes in big cities are characterised by reduced commercial speeds caused by frequent queues, thermal vehicles require energy on end, thus polluting the environment, while a hybrid vehicle may switch off the generator and go on electrically.

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The Atesina vehicle is a 6HULHV +\EULG equipped with an electric traction engine fed by both energy supplies available on board (generator and battery) The batteries have an energy storage role since they integrate the energy supplied by the primary source (thermal engine set at average using power) whenever the latter is not adequate to answer to loading request. Accumulators store energy exceeds when the required power is less and when the electric engine runs as a current generator (released accelerator and at braking) What refers energy, though hybrid system is not in the van, its advantages are however interesting: • reduction of emissions as a result of the thermal engine without transients • no emissions when the generator is switched off • high autonomy • comfortable travel for passengers 2SHUDWLQJ FRVWV RI K\EULG YHKLFOHV With reference to the same route served by electric minibuses, only 2 vehicles will be needed in order to carry out the service, since hybrids do not require dead times to reach the spot where batteries are replaced. As a result the yearly total distance of Km. 80,000 may be covered by 2 units with a consequent profit on fixed costs. What refers WKH IXWXUH RI WKH K\EULGV we foresee successful results since they are also produced by car companies for private transports. According to the urgent needs of passengers aiming to reduce or to cancel architectonic barriers we involved main vehicle builders in the short- time realisation of hybrids offering highly depressed flat cars, equipped with a retractable blade. This will enable handicapped people on a carriage, mothers with prams, aged people or with motor problems to get onto the vehicles throughout the nicest streets in the city. We supplied the building companies we involved in the planning of a highly depressed flat hybrid with a whole variety of technical data and requirements in order to get a vehicle in the van of progress, which are here below described on a prototype basis. Length: 7.2 m, width 2.2m, height of the car mm 350 which can be furtherly lowered to 300 mm thanks to a mass-produced kneeling device. Performances are to be improved in order to reach lower chemical energy consumption and an autonomy in the electric version of about 20 km. The emissions of the thermal engine will comply with EURO 2 rules. In order to offer the passengers a better comfort and a high standard of safety, the vehicle will be equipped with an air-conditioning system and with ABS. The thermal engine may obviously not been found on the market but it has to be especially produced or adjusted to the needs of a mass produced hybrid. Capacity: 10 seated passengers plus 30 standees or as an alternative 14 seated + 23 standees Required performances: Maximum speed: 62 km/h Maximum slope at start: 16% Max. steering diameter: 15m &RQFOXVLRQV

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As a result of its natural policy, with the support of the Municipality of Trento and of the Autonomous Province, Atesina Co. is going to carry out with the study and the survey of vehicles fed by propellers at clean energy, running along the public transport routes. What refers the city historical centre in particular, they are actually extending “dedicated “routes which are connected to other transport systems, and run by vehicles with no emissions in order to allow everybody, even handicapped people or with motor problems better transfers and a higher life standard. The public authorities which are involved in the territory planning are also working to reach this target: ZTL, suburban parking areas at interchange points and central parking areas at sensible hourly rates in order to address people toward public transports. In the mean time public transports will be developed and routes throughout the city centre will be served by vehicles offering transfers without any polluting effects. Since the economical involvement is very high, local administrations are going to plan necessary resources to meet with the required engagements. As far as life quality and general economical recovery are concerned, the induced effects will be obviously evident in a short term. We believe as very useful for us to compare all similar experiences carried out in different cities in order to support research towards the achievement of a “ technologically ideal solution “ and in order to influence decision and political choices concerning city public transport thus reaching a cultural standard aiming to progress, to the use of public transports and to the environmental respect. (FRORJLFDO DGYDQWDJHV What refers above data, on the basis of standard consumption of the vehicles from 10 to 12 m which were diverted from the historical centre, we can calculate the yearly reduction in polluting emission within the “ protected “ area. In case we had used steady state thermal vehicles at Euro 0, Euro 1 and , we would necessarily calculate an average emission according to different engines. If we consider the emissions of electric vehicles as insignificant, we would get the following figures:

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Historic Cities

WARSAW HISTORICAL CENTRE TRANSPORTATION POLICY PROBLEMS 0,(&=<6/$: 5(.6,6 'HSXW\ 'LUHFWRU 'HSDUWPHQW RI /DQG 'HYHORSPHQW :DUVDZ &LW\ +DOO

$EVWUDFW :DUVDZ 3RODQG¶V &DSLWDO %ULHI +LVWRU\ • Warsaw is not the oldest of Polish towns. The city was founded nearby the existing duke’s castle in 1300 and was promoted to the capital of the duchy of Mazowsze - a very important Kingdom province - at the end of the 15th century. • The city was named capital in 1596 by Zygmunt III Waza. • In XVIII th century during the reign of King Stanis³aw August Poniatowski became Warsaw the Capital city in full meaning of this word. Warsaw became the political, economical and cultural centre of the country. • Political fall of the Republic in XIX th Century deprived Warsaw of its capital function. • In 1918 Warsaw became again as the capital city of newly reborn country. • In 1925 Warsaw reaches a population of 1 million inhabitants. • In the result of World War II city has been almost totally destroyed. • In 1955 population of Warsaw again reaches 1 million inhabitants. • Eight years later the reconstruction of the Old Town was completed. • In 1980 the Old Town has been included by UNESCO on the list of world heritage. • In 1984 Warsaw Royal Castle was opened after reconstruction works. • Since 1989 rapid development of Warsaw offered enormous new opportunities for business, national and local government and inhabitants. %ULHI 3LFWXUH RI WKH &LW\ • In Warsaw there are 1,630 thousand inhabitants and in spite of being the largest town in Poland it is one of the smaller European Capital cities (in respect of the population size Warsaw is near to Vienna and Prague, but it concentrates much smaller part of the country population than these: about 6.5% of the total population). • It covers an area of 494 sq. km. and is situated on both banks of the flowing through Vistula river. • Capital City of Warsaw consists of 11 communes, enjoying a high degree of independence. The largest is the Commune of Warsaw Centre, both as far as the population is concerned and also the area. • The scope of activities of Warsaw Municipality includes problems of: ⇒ planning of development and management strategy, ⇒ public activities, particularly in respect of infrastructure, of an importance for the whole city.

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:DUVDZ 'HYHORSPHQW Warsaw has great favourable potentials for development based on the following factors: • the excellent geographical location on the European East-West route, • the function of a state capital, • attractiveness for developers, • the highest concentration in the country of people with high education • the largest academic centre in Poland - in 28 institution of higher (university) education about 72 thous. students are being educated (about 17% of all students in Poland), • the largest concentration in the country of scientific specialists, including 30% of all scientific research and educational staff. Apart from factors favourable to the development, there are also circumstances limiting the development, namely: • the decrease in the population size, • difficulties in efficient management of the City, • the budget of the City to low in view of the needs, • not regulated problems of the land ownership. 8UEDQ 7UDQVSRUWDWLRQ 3ODQQLQJ • The new Warsaw Master Plan had been approved by Warsaw City Council on 28 September 1992. • Warsaw City Council approved the Plan, however at the same time recommended preparation the 9HULILFDWLRQ RI WKH 7UDQVSRUWDWLRQ 6\VWHP. Very adverse trend in the development of Warsaw transportation system was the reason of this recommendation. The number of the cars grew very rapid nevertheless at the same time transportation infrastructure continued to decline and quality of the public mass transport dropped down. Travel in the city has become very difficult. Congestion in the streets has gone up, travel time has increased, and the parking problem has emerged in acute form. 7UDQVSRUWDWLRQ 3ROLF\ IRU &DSLWDO &LW\ RI :DUVDZ • The local government authorities of Warsaw have been standing in the face of a need to undertake comprehensive action against above mentioned factors. • Preparation of the Transportation Policy for Warsaw was a very important task of the Verification. • On 27 November 1995 the Warsaw City Council was passed by the approval resolution on transportation policy based on the strategy of sustainable development in transportation system. • The objective of this strategy is a guarantying of a subdivision between public and private transportation tasks making impossible the exceeding of the environmental capacity of the system by vehicular traffic in any given part of the city. The basic element of this strategy is the priority of mass transit, especially in the central area and selected corridors. 7KH 0HDQV RI 3URWHFWLRQ RI WKH +LVWRULFDO +HULWDJH LQ 7UDQVSRUWDWLRQ 3ROLF\ • stimulation of the concentration of jobs and services in the centre and areas well serviced by public transport, especially those in direct proximity to railbased transportation (railway, metro, tramway); • stimulation of changes in function (residential, work, services, recreation) in order to limit the need to travel longer distances, and making possible the reaching of journey destination on foot or by bicycle.

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• taking into account the needs of pedestrian and bicycle traffic in urban planning, including the provision of convenient and safe access to public transport stations and stops. • assisting parking policy through the introduction and enforcement (in granting building permits) of parking standards, and setting a minimal (for Zones II and III) and acceptable (Zone I) number of parking spaces which must be provided by the investor on his site. • the reserving of parking areas for a “Park and Ride” in spatial development plans. ([DPSOHV RI :DUVDZ 0XQLFLSDOLW\ LQLWLDWLYHV • renovation of a historical Nowy Swiat Street ⇒ public space extension and individual traffic reduction • planning proposals for Park&Ride System ⇒ reduction of individual traffic through the central (historical) area of the city

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TRANSPORT FOR AND IN HISTORIC CENTRES 0$5,$ ,f(6 025$,6 (925$ 081,&,3$/ &281&,/ 32578*$/ $EVWUDFW Evora is the main city of the Alentejo Region. Most of the central government’s decentralised offices for the Alentejo Region are located here in the city centre: regional hospital services, the largest university south of Lisbon, the regional offices of the main banks and insurance companies, along with a whole range of public and private services and it is also an important commercial centre. On a national scale, Evora can be classed as a medium sized city, with an estimated population of 48,000 inhabitants, of which, 8,000 live in the old town centre. The UNESCO declared the area within the walls a Mankind Heritage Site in 1986, because of the valuable cultural heritage currently contained in this area. The Historic City Centre conserves a medieval town layout of narrow streets; 75% of which are less than 5 metres wide and 46% are less than 3.5 metres. Presently, there is an Urban Mass Transit system, created about thirty years ago. Initially, this was run by the local authorities and then a private company was granted the concession in 1973. The company was nationalised in 1975 and then re-privatised in 1994. The PMD (General Urban Plan), passed between 1977 and 1979, set out a range of strategic objectives, laying the foundations for the traffic and transport plan which was first implemented in 1981, based on the following basic vectors. • Organise traffic around the Historic Centre in a system of one-way streets that prevents traffic from crossing the Centre. • Create pedestrian zones in the central part of the Historic Centre. • Reformulate the passenger transport network. • Create long-stay deterrent car-parks outside the city walls. • Improve traffic conditions on the outskirts, turning the area into a distribution hub for the different access points to the Historic Centre. At this time, the quality of the service provided by the Urban Mass Transit System was gradually deteriorating as supply had remained constant in terms of both the number of vehicles in service and timetables. In the meantime, both population and the number of people with cars had grown (around 200%), aggravating traffic conditions and the parking problem in the Historic Centre and around the walls. But, neither was it possible to apply the PCT favoured policy in its entirety, especially with regard to building two car-parks. It was in this context that the SITE project emerged (Integrated Transport and Parking System from its initials in Portuguese) which would form part of the ENTRANCE Network created in the Thermie programme. The main objectives of the project are the following: • Reduce automobile traffic in the old town centre. • Re-organise traffic and parking • Increase and improve public transport. • Improve environmental conditions and pursue a more rational use of energy.

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SITE is based on three main actions: • Application of general parking fees within the walls (except for residents) and the creation of enough free parking spaces on the outskirts of the walls. • Improve the public transport network. • Centralised management of the system in a single autonomous company, that is both a transport operator and a company that takes care of all parking metre equipment. Before the SITE project was implemented, the road network around the Historic Centre was modified, which involved building more appropriate by-passes and substituting traffic lights with mini roundabouts on the road around the walls. A programme contract was also drawn up with the Directorate General of Land Transport (DGTT from its initials in Portuguese) to build a new bus station outside the walls to relieve current traffic congestion and, thus, improve transport service. This bus station is nearing completion and is expected to come into operation next year. The following actions have been taken within the framework of the project itself.: • Car traffic has been reorganised in the Historic Centre by creating a one-way system and a classification system for different roads that identifies main roads, resident-only zones, pedestrian zones and bus lanes. • Free car parks have been built on the periphery, in the proximity of the walls, increasing supply by 25%. • 62 collective parking metres have been installed in the Historic Centre, for a total of 1333 parking places. 1280 of these parking spaces have been reserved for residents only. The parking metres are connected by telephone line to a central computer unit that enables any equipment operating anomaly or any slight fall (according to statistics) in the amount collected per hour, to be detected in real time • 6 comfortable minibuses have been bought, 4 of which are already in operation on three new routes. These new routes are part of negotiating process with the transport operator who, in the initial stage, aims to improve urban transport and to adapt the network to SITE needs. In the second stage, a municipal company will be created to manage the whole integrated system. • FPS equipment has been installed in the engines of two minibuses as a pilot project. This equipment means 30% sun-flower oil bio-diesel can be used as fuel, reducing carbon dioxide emissions slightly.

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THE CNG BUS EXPERIENCE IN RAVENNA 0$66,02 7$*/,$77, &RQVRU]LR $70 5DYHQQD

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It is commonly estimated that the heavy diesels in a town are contributing to the total pollution by some 5-7%, and in the town centres the subjective effects of buses and trucks is for sure noticeable. It is therefore responsibility of public authorities to act as “prime movers” concerning the environmental issue, and in fact in several European countries (Italy, France, Holland) some regulations have been issued, stating that increasing percentages of public fleet vehicles (such as buses, garbage trucks, etc.) have to be “environmentally friendly”. The city of Ravenna has been involved with these problems since the late eighties, starting very early the experimental running of natural gas fueled buses for urban transportation, acting as a leader in Italy. The ATM (Municipal Transport Company of Ravenna) fleet is today of 31 Compressed Natural Gas buses (30% of the total fleet), totalling over 1.000.000 km per year. Ravenna is situated in an Italian region having a very good tradition of use of CNG for road traction, with some two hundred thousands of converted cars. The CNG was chosen therefore as a prime alternate fuel due to its intrinsic features of availability, reasonable cost, added to the well known features of environmental value and safety. The ATM successful experiences of ten years of operation and several millions of kilometres run is presented in this paper, both from a technical and an economical point of view. The emissions of the vehicles turned out to be very good, in line with the expectations. The running of CNG buses, due to the price of fuel, allows substantial savings in comparison with the diesel buses. The CNG technology has finished its experimental phase, and is entering the day-to-day operation. Also the favourable opinion of the passengers and in general of the population is reported. It can be concluded that the CNG technology is a viable one, that matches good performance with considerable savings in operating costs, with a significant reduction in the environment impact. At the end Ravenna will have 95% of urban transportation operated by CNG, giving its contribution toward a “sustainable development”.

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ALTERNATIVE ENERGIES FOR COLLECTIVE SURFACE URBAN TRANSPORT. MADRID’S EXPERIENCES WITH BIODIESEL AND CNG $57852 0 0$57,1(= *,1(67$/

0DGULG 0XQLFLSDO 7UDQVSRUW &RPSDQ\ +HDG RI (QYLURQPHQWDO 0DQDJHPHQW DQG &R RUGLQDWRU RI $OWHUQDWLYH (QHUJ\ 3URMHFWV

$EVWUDFW The deep sensitivity of citizens for their environment implies that, under the concept of quality, environmental aspects should be included as one of the significant variables in decision making, with respect to the services provided by collective surface urban transport companies. In this context, quality, as a leading factor of sustainable mobility, addresses direct customers, potential customers and the whole population in general, as living in a clean ecosystem is a positive asset in itself, that affects the inhabitants of a city and the surrounding area, whether they use the public transport system or not. The City Council and the E.M.T. (Municipal Transport Company), as a municipal company, aware of the importance of the ecological factor for Madrid, has supplied transport for several years now that, regardless of the direct quality offered to the customer: singledecker buses, automatic ticket vending machines, air conditioning, integral pneumatic suspension, etc; has introduced a series of significant improvements from an environmental perspective: a fleet of EURO 1 and EURO 2 buses, equipped with environmentally friendly air conditioning and experiences with alternative fuels. In this respect, by the end of 1998, we will have a fleet of fifty CNG powered vehicles, presently thirty two, in operation. Combustion is achieved by using stoichiometric mix technology and an 1,800 m3/h natural gas compression centre, making it one of Europe’s leading CNG projects. We are also currently carrying out an experiment with two buses that use "Bio-diesel" as fuel (a 30 - 70 mixture of sun flower methyl ester and conventional diesel fuel) Concerning electric energy, we are currently in conversation with several vehicle and component manufacturers, with a view to designing a hybrid powered vehicle about 9 - 10 m long that can respond to the problems of mobility and the environment associated with the historic centre and the protected areas of the city.

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ALTERNATIVE TRANSPORT POLICY IN THE CITY OF GENOA *,25*,2 *$5%$5,1, +HDG RI 6WXG\ DQG 6\VWHPV 'HSDUWPHQW $ 0 7 $=,(1'$ 02%,/,7$ ( 75$63257, ', *(129$ 5(3257 $EVWUDFW The structure of the territory conditions the development of the city, with a historical centre, which is only suitable for pedestrians, and with public and private transit on two channels along the longitudinal line running along the coast and on the hills of this urban, medieval and renaissance area which covers one of the largest urban territories. Environmental as well as traffic problems, and their consequent causes have been faced and are in phase of solution by means of : - the creation of priority axis and roads totally reserved for public transport in the city centre. - the introduction of electric road traction on such axis ( the hybrid bus since1996 and the trolleybus since 1997) - centralization and automation of the central traffic light system and in the inner outskirts - use of telematic information systems (VMS, multi medial kiosks) - completion in course of the underground line beneath the historical centre - marginalization with transfer to subway of traffic corresponding to the historical port, restructured and transformed into a cultural and touristic area. In future we foresee the extension of the trolleybus network, the hybrid bus fleet and the progressive transfer of traditional city buses to the outskirts and a greater utilization of telematic instruments for information regarding the use of public transport and public traffic.

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ZERO AND LOW EMISSION VEHICLES IN URBAN SOCIETY *867$) /$1'$+/ &RRUGLQDWRU =(86 3URMHFW (QYLURQPHQWDO DQG +HDOWK 3URWHFWLRQ $GPLQLVWUDWLRQ LQ 6WRFNKROP

The ZEUS program, a collaborative effort of eight northern and southern European cities, will procure and put into use more than 1000 zero and low emission vehicles. The program includes cars, vans, buses and trucks and a wide range of alternative fuels. Its objective is to demonstrate the role that municipalities of European cities and transport industry actors play in the future success of more environmentally sustainable transportation. The ZEUS partners are: Stockholm (coordinator), Helsinki, Palermo, ens/Amaroussion, Bremen, London/Coventry, Copenhagen, and Luxembourg.

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This program focuses on UHPRYLQJ PDUNHW REVWDFOHV which currently hinder a mass market for zero and low emission vehicles. These include: the high cost of current vehicles, a lack of infrastructure for fuel and maintenance, insufficient development of vehicle technology, and a lack of sufficient market incentives. We expect to introduce more than 1000 vehicles through this project, but it could be substantially more once the first year experimentation has taken place The table below illustrates the spread of vehicle types and fuels . )XHO Hybrid Electric LPG, CNG, NGV Biogas Biofuels

%XVHV 9 10 68 6

7UXFNV 3 20 7

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15

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60

225 800 80 58

99 42

It is the central hypothesis of ZEUS that a significant public sector investment is needed in low and nil emission vehicles to stimulate infrastructure investment in alternative fuels and fuelling and charging structures. These in turn give the choice to bus, taxi and business fleet operators to opt for low energy fleets without needing to develop the primary infrastructure themselves. Infrastructure and various supportive measures will stimulate citizens to choose a low-energy transportation alternative. A technical monitoring and evaluation of the vehicles will be carried out by all partners according to the protocol set by MIRA, a UK partner. Monitoring will include technical aspects but also user acceptability, convenience etc. &XUUHQW 3URJUHVV The ZEUS project began in September 1996 and will run until the middle of 2000. The first important milestone has been a common European procurement process for electric

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vehicles, which succeeded in negotiating a purchase price for an electric van which was competitive with its conventional counterpart. Meanwhile, individual city projects are generating exciting results. In Palermo, a photovoltaic recharging station for electric vehicles has already generated enough clean, solar power to drive 100, 000 kilometres. In Stockholm, a full 300 alternatively fuelled vehicles have been purchased for the municipal fleet, replacing gasoline vehicles. Copenhagen has purchased 600 new free city bikes, Athens is purchasing natural gas buses, and Helsinki has converted 11 buses to LPG. Luxembourg is testing the use of pure RME for buses, and London is encouraging third parties to purchase alternatively fuelled vehicles . A brochure describing the ZEUS project is available, or see our website at KWWS ZZZ ]HXV HXURSH RUJ

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TOOLS FOR SUSTAINABLE MOBILITY THE CENTAUR PROJECT -2$48,0 &$%5(52 3URMHFW OHDGHU %DUFHORQD 7HFQRORJLD 6 $ $EVWUDFW $LP RI WKH SURMHFW To contribute to the rationalisation of the urban transport and reduce the energy consumption and the environmental impact (pollutant emissions, noise..) produced by the use of motorized transport means with an high rate of private vehicles out of the public transport. To do so, efforts are targetted upon a main hinge, which in its turn is an intermediate double objective: the introduction of environmentally friendly transport vehicles and the coherent implementation of measures to improve collective transport and consequencely stimulate a modal shift from private cars towards public and other collective transport. Within the Centaur project, the action strategy is planned in three different fields. First of all, introduce alternative fuelled vehicles which reduce the energy consumption and pollutant emissions. Secondly to implement innovative equipment and systems for the management of urban mobility (public and private transport). And finally, to achieve the integration of this new transport approach and the urban land use policies and the regional planning . 3URMHFW GHVFULSWLRQ Innovation is present in the Centaur project at all action levels. )LUVW, the demonstration of technology in the urban transport fleet is highlighted: • new technologies for improved operation, maintenance and energy/emissions management in Collective Transport (C.T. includes public and other collective transport modes) vehicles • vehicles with non-standard power supply: electric systems (bus and taxis), hybrids with batteries, CNG fuelled, biofuels,.. 6HFRQG, innovative technologies and systems are going to be used for implementing specific cases of new policies. They can be grouped as follows: • integrated systems for Park & Ride (P&R) or C.T. modal change areas management by using innovative payment means and with real-time information transmission to users and drivers about C.T. services and road congestion. • centralised tools for traffic and pollution monitoring • traffic lights macro-regulation and C.T. service priorisation systems • C. T. vehicle monitoring systems • equipment for C.T. service improvement, tariffing and ticketing systems, real-time information 7KLUG DW SODQQLQJ DQG LQIUDVWUXFWXUHV SURYLVLRQ OHYHO D QHZ DSSURDFK ZLOO EH VWXGLHG LQ ZKDW UHIHUV WR GHPRQVWUDWHG XUEDQ WUDQVSRUW PDQDJHPHQW SROLFLHV IRU WKH &HQWDXU FLWLHV Demonstration of this urban transport operation scheme during TWO YEARS will allow on the one hand, the determination of real benefits - in energy and environmental terms - derived from the use of these innovative systems and equipment and, on the other, the evaluation of their operativity and their interaction with citizens.

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In the first case, and through the use of a standardised methodology for all cities and aiming to obtain useful results for evaluating the impact of these systems and equipment in other applications, the following environmental impacts are going to be quantified: − vehicles energy consumption and comparison for application zones − vehicles pollutant emissions and comparison for application zones: CO2, CO, NOx, HC, SOx, PM − acoustic pollution − user and social acceptance of the innovative measures Obtaining such results requires in its turn the evaluation of impacts on urban traffic both for private and for public transport: affected roads congestion, circulation speed, increases in number of users. All these benefits are targeted on demonstrating that the Centaur scheme allows a more rational organisation of urban mobility. 6WDWXV CENTAUR Project started in November 1996, and is due to end in June 99. 6WDWH RI DGYDQFHPHQW Centaur measures are at different states of advancement but many of them are at the evaluation stage. 5HVXOWV The first results have been already produced. Most of the measures have already been implemented and many of them are being evaluated. 3XEOLVKHG OLWHUDWXUH $ EURFKXUH ZDV SXEOLVKHG LQ 0DUFK Many articles about the implementation of Centaur measures have been appearing in different press publications in several countries. Presentations and Conferences about Centaur project in specific congress or meetings have been carried out. 3RWHQWLDO XVHUV Cities involved in the project are demonstrating the measures that integrate the Centaur scheme and which are focused to achieve the rationalisation of urban transport using innovative technologies. The success of the implementation of those systems, vehicles and technologies, and the dissemination of their impacts and results (basically energy/environmental savings and modal shift achieved), will involve the interest of municipalities and P.T. operators, as well as private companies that foresee their commercial exploitation.

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FAST TRAINS IMPACT ASSESSMENT ON THE CITY OF FIRENZE: THE HISTOCITY METHOD APPLICATION RESULTS 0 $1721,(77$ (6326,72 +,672&,7< 8QLYHUVLWj GHJOL 6WXGL GL )LUHQ]H

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The presentation stresses the results of the study that have designed the current scenario as well as the future one after construction of the new high speed train new station in the center of the town. Data regarding all types of trasportation mode (public and private) as well as demographic and urbanistic data have been considered. The study, not already published, is based on data from various sources and particularly from a transport simulation software acquisition and integration by a GIS software. The final results have been reported and communicated using tematic layouts. Final considerations are shown to mark the mobility problems rising on the citizens side as well, the other hand, the preservation problems of the historic asset.

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(17,5( (UROPEAN 1ETWORK ON 7RANSPORT ,NNOVATION FOR THE 5ATIONAL USE OF (NERGY %$5%$5$ 0g+/(1',&. 3URMHFW FRRUGLQDWRU (QWLUH (XURSHDQ 2IILFH 6WDGW .|OQ

$EVWUDFW 7RZDUGV VXVWDLQDEOH XUEDQ WUDIILF 6DYLQJ HQHUJ\ DQG UHGXFLQJ HPLVVLRQV The EU project ENTIRE – funded by the THERMIE programme of DG XVII for Energy – demonstrates how commercial and public transport in urban areas can become more energyefficient while emissions are reduced. ENTIRE involves seven European partner cities and regions and a total of 12 applications and integrates the key technologies for a sustainable urban transport system. The exchange of know-how and technologies between the regions and cities thereby has the effect of a catalyst. 7KH SDUWLFLSDWLQJ FLWLHV DUH • Cologne (D), • Rotterdam (NL), • Caen (F), • Helsinki (SF), • South Hampshire (GB), • Venice (I) and • Salamanca (E). New vehicle technologies, alternative fuels, efficient transport management and a trafficoptimising urban planning will achieve energy savings and an improved environmental quality in European conurbation areas and at the same time assure the access to the city centre for commercial, private and tourist traffic. In addition to the energy savings and the reduction of emissions induced by the individual applications, ENTIRE creates synergy effects through integrated approaches and a comprehensive evaluation of all applications. 0RELOLW\ WUHQGV In modern society mobility plays a key role for the economic development of a city and region. Therefore the growth rates for public and private transport are high, in the developed countries they significantly exceed the growth of the Gross National Product. This trend implies that transport and traffic account for an increasing share of the total use of energy as well as the emissions produced. In Europe, today about 30% of the need for primary energies are due to this sector. In urban areas transport is responsible for the largest

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share of the air pollution. So the increase in urban mobility is going to threaten the quality of life, unless energy-efficient methods with reduced emissions are introduced soon. The market for innovative transport technology is growing over proportion. Europe is in this sector leading, ahead of Japan and the USA. The project therefore contributes to secure the competitiveness of the European industry. .H\ WHFKQRORJLHV IRU HQHUJ\ HIILFLHQW DQG HPLVVLRQ UHGXFHG XUEDQ WUDQVSRUW • • • •

Innovative vehicle technologies Alternative fuels Traffic and transport management Sustainable urban planning

,QQRYDWLYH YHKLFOH WHFKQRORJ\ Particularly environmentally-friendly – since emission free – urban transport is offered by electrical trams. However, the costs for infrastructure and maintenance are relatively high compared with bus and metro systems. In ENTIRE the City of Rotterdam is developing an energy-efficient and therefore reasonably priced (low-cost) tram. The concept is based on the use of light-weight composite material form the aircraft industry. The “Light-weight” uses less energy and the costs for the maintenance of the rail infrastructure are lower, the low platform construction offers a high comfort. The conception is based on the experiences gained in the development of the light-weight hybrid bus made in the preceding project ENTRANCE (Energy savings in transport through innovation in the Cities of Europe). The modular concept allows for a user-defined adaptation with regards to the transport capacity and therefore opens the possibility of reducing the costs per unit by production of greater numbers. $OWHUQDWLYH IXHOV First of all, sensitive urban areas are to take advantage of technological developments for alternative fuels so that the environmental effects of the burning of fossil fuels – in particular in densely populated areas – will be reduced. Also, the mobility in inner cities is secured on the long term – if access restrictions depending on the emission level were introduced. In the project ENTIRE, the busses in the historical centre of the City of Salamanca are driven by Compressed Natural Gas (CNG). In Cologne, UPS is converting four vans used in the inner city (P36 2,8t) to gas use. Furthermore, the Cities of Brühl and Hürth are testing the potential for the use of natural gas driven vehicles e.g. for the collection of biological waste. In comparison to the ordinary diesel vehicles, a significant reduction of emissions is achieved. The further spreading of natural gas vehicles is, however, hampered by the still very inconsistent network of gas filling stations in Europe. In addition to this, the vehicle industry offers a natural gas alternative only for some vehicle types so that a conversion of the automobiles is necessary. Another alternative is the use of electric vehicles in combination with an advanced charging and traffic information system on the isle of Lido in Venice which is much frequented by tourists. ,QQRYDWLYH WUDIILF DQG WUDQVSRUW PDQDJHPHQW The project ENTIRE optimises transport management in the participating cities with the following measures. • The City of Caen improves the traffic flow through a comprehensive reorganisation of the traffic, promoting the use of public transport and freeing the city centre from transit traffic.

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• • •

•

Energy – Transport – Telematics

Historic Cities

The City of Helsinki is testing different priority systems for public transport on several bus lines. By means of a simulation model developed by the Helsinki University the impact on private transport is examined. Helsinki also examines seven different kinds of cycle lanes and a signal system for cyclists. The objective is a growing reliance on this environmentally friendly means of transport. South Hampshire conceives commuter plans for employees of large firms and organisations. An efficient use of public and private transport is thereby promoted. An important aspect is the integration of the employees. So the logistic of commuting is precisely understood and the motivation for a realisation can be improved. The city of Rotterdam is planning to introduce a fast ferry connection within the project ENTIRE, thus relieving the commuter traffic and the streets into the city centre. To guarantee the necessary flexibility in town, it is possible to take along bicycles.

6XVWDLQDEOH XUEDQ SODQQLQJ Decisions on traffic-relevant and urban planning measures become easier if the effects on the energy use and the environmental quality can be reliably assessed. This is to be achieved by the integrated energy and environmental information system which is being developed by the City of Cologne in the context of ENTIRE. Several information modules are linked bringing together (time and space) data from the sectors of geography, demography, environment, traffic, urban planning, as well as the energy use and emission data. First simulations regarding air quality on a micro-scale level have already been carried out. The project ENTIRE has been started in the first half of 1997. The implementation of the different applications has already been completed by the end of 1998. Until the end of 1999, the applications are going to be evaluated and the results will be published. The total costs of the project amount to 24,5 Mio ECU, the funding of the EUCommission is 3,25 Mio ECU. In the preceding project ENTRANCE 83,000 giga joule of energy, almost 4,000 tons of carbon dioxide and 150 tons of carbon monoxide were economised per year in the nine participating cities. The energy savings and emission reductions achieved in the sector of transport management were significantly higher than the ones achieved by new vehicle technologies.

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OPENING THE WAY TOWARDS SUSTAINABILITY: BARCELONA LOCAL AGENDA 21 -26(3 38,* , %2,; 3UHVLGHQW (QHUJLH &LWpV 5HJLGRU &LXWDW 6RVWHQLEOH GH %DUFHORQD 5HVXPHQ 7LPHWDEOH Manchester - 1994

Presentation of "Action programmes for an environmental policy in Barcelona"

Aalborg - May - 1994

I European Conference on Sustainable Cities: approval of the Aalborg Charter.

10th October - 1994

Creation of "Civic Energy Table"

18th March - 1995

Constitution of the "Sustainable Barcelona Civic Forum"

Municipal Elections May - 1995

Commitment by Iniciativa - Els Verds to draw up an Agenda 21

July - 1995

July - 1995 October - 1995

November - 1995 29th December - 1995 29th February - 1996

Municipal Government coalition between PSC, IC - EV and ERC Creation of the Sustainable City Department Definition of the "Municipal Action Plan 1996-1999" (PAM") The Plenary Council adopts the Aalborg Charter Creation of the Environmental Policy and Sustainability Commission. Final approval of PAM.

15th May - 1996

1st meeting of the "Environmental Policy and Sustainability Commission".

31st May - 1996

2nd meeting of the "Environmental Policy and Sustainability Commission".

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Ciudades Históricas

7th June - 1996

Energy – Transport – Telematics

Historic Cities

Working seminar on the Local Agenda 21 (Barcelona Metropolitan Area).

16th September - 1996

3rd meeting of the "Environmental Policy and Sustainability Commission".

Lisbon - October - 1996

II European Conference of Sustainable Towns and Cities.

November - 1996 18th November - 1996

January - 1997 23rd January - 1997

Catalan version of the European Guide for Planning Local Agenda 21s (Department of the Sustainable City). 4th meeting of the "Environmental Policy and Sustainability Commission". Second edition of the European Guide for Planning Local Agenda 21s. 5th meeting of the "Environmental Policy and Sustainability Commission".

29th May - 1997

Final approval of the "Municipal Council of the Environment and Sustainability" Regulations.

29th May - 1997

The Council in Plenary approves a "Government measure concerning the use of chloride products in municipal activities and establishments"

30th June - 1997

6th meeting of the "Environmental Policy and Sustainability Commission"; "Municipal Council of the Environment and Sustainability" creation report.

11th July - 1997

"Municipal Council of the Environment and Sustainability" regulations come into force.

16th July - 1997

Constitution of the "Xarxa de Ciutats i Pobles cap a la Sostenibilitat" for the province of Barcelona.

26th March - 1998 5th May - 1998 15th July - 1998 a la Sostenibilitat".

1st plenary meeting of the "Municipal Council of the Environment and Sustainability". 1st meeting of the "Standing Committee of the Municipal Council of the Environment and Sustainability". General Assembly of the "Xarxa de Ciutats i Pobles cap

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MUNICIPAL INITIATIVES THE CASE OF EVORA 1812 5,%(,52 /23(6 0XQLFLSDO &RXQFLO RI (YRUD 3RUWXJDO $EVWUDFW Ten years after being declared a Mankind Heritage Site, Evora finds itself, once again at a cross roads. On the one hand, the conservation of its past and its identity and, on the other, trying to find new solutions to meet the needs for growth and the demands of modern times. The city of Evora, its people and especially those most directly responsible for its municipal management, all of whom are pioneers in Portugal, in a process associated with the responsibility of its position, now have a body of know-how accumulated from their experience, from which new ideas and future prospects are emerging. Up until now, the city has concentrated on the necessary task of consolidating its present urban structure, on preserving its historic and architectural heritage. The urban area has spread out toward the surrounding plains and new neighbourhoods have been built in recent decades to house emigrants from the countryside. Faced with the task of responding to this growth, municipal management has focussed much of its effort and attention on a fair distribution of the means and investments necessary for development, with emphasis being necessarily placed on preserving the listed heritage structure. Zoning plans have been drawn up to consolidate two major objectives and lines of action: to create new expansion areas, involving equipping districts with infrastructure in accordance with a functional distribution of economic activities, and, at the same time, implementing the framework of access and modernisation of the transport system. The city now faces a different stage of growth with an enhanced awareness of the determining factors that have been identified over the years in a whole range of areas of its cultural, economic and social life. It also has a greater capacity for defining the parameters for municipal intervention. There is broad scope for intervention in management and there is a constant concern for growth related aspects from the perspective of heritage conservation. On the social and cultural plane, new life styles are confronted with old ones. Different generations co-exist and different feelings appear. The city is enriched by its complexity and calls for more and more new interventions to meet new demands. Evora today is faced with a choice between the new paradigms entwined in the typical development of modern urban life. It is, therefore, an urgent matter to reflect upon the legal context and open the space up to discuss new urban concerts and autonomous intervention capacities. The backing of civil society and an essential enhancement of financial means to support all this activity is also urgently needed. The declaration of Evora as a Mankind Heritage Site gave the city great pride and joy, but it has also brought growing responsibilities, rarely shared, that will become an increasing burden on the meagre resources that have been shown to be insufficient to cover government interests in the territory.

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Up until the present, and with very few exceptions, the only investments in conserving and enhancing the value of the Historic Centre of Evora, have come out of municipal coffers. The installation of cable T.V., restoration of buildings, improvement in traffic conditions; all are examples of exclusively municipal interventions, that could have had a more extensive effect if they had received central government support. Some of the immediate challenges facing the city are interventions in public spaces, restoring and classifying architectural heritage, defining new zoning rules for buildings, implementing measures aimed at rejuvenating the centre’s population. Recently, in association with the city centre’s Trade Association, PROCOM (European Commercial Town Planning Project) measures have been adopted, revitalising part of the city’s historic centre. At the same time, this programme gives traditional commerce a fundamental importance in revitalising urban life on a day-to-day basis. It implicitly recognises its role as an element that provides urban planning with a structure. Thus, conditions are being created for redefining an overall strategy for the city. A strategy that defines an integrated intervention, harnessing synergies and aimed at bringing interventions closer to the people. It is not enough to recognise the present image and preserve existing values. Cities are monuments to exactly the same extent that they provide ideal quality of life conditions for their inhabitants, as a basic objective. Evora, Mankind Heritage City, will only survive if its interior makes itself felt, if the heartbeat of its people can be felt and the breathing of its economic, social and cultural heritage can be heard.

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GOOD TOURIST INDUSTRY PRACTICES IN MANKIND HERITAGE CITIES ENERGY, TRANSPORT AND TELEMATICS 720È6 $=&È5$7( < %$1* &KDLUPDQ ,75 ,QVWLWXWH IRU 5HVSRQVLEOH 7RXULVP $EVWUDFW Historic cities, and particularly those that have been declared Mankind Heritage Sites by UNESCO, altogether constitute one of the leading holiday destinations on Earth. We know that the magnitude of the tourist industry has such a powerful influence on the future of sensitive destinations like historic city centres that it can lead to their irreversible deterioration, or it can become a powerful ally in their sustainable development. After the Rio ’92 conference, international organisations and the more aware sectors of the tourist industry started to address the possibility of a sustainable and responsible tourism with future generations in precisely those places and destinations that must be protected as our common heritage: natural spaces, biosphere reserves, mankind heritage sites. But seven years have passed since Rio and many different international agreements have appeared like the Lanzarote Sustainable Tourism Charter and the actions of the World Tourism Organisation. Now the time has come to put the theory into practise. That is why the Institute for Responsible Tourism (ITR), in agreement with international agencies like UNESCO, has launched several different initiatives, together with important holiday destinations and associations, aimed at turning the possibility of responsible tourism into a reality. The creation of a "Quality of life" label, based on a regulated system of environmental quality for the tourist industry has proved to be a powerful and practical instrument for promoting the sustainable development of tourism in sensitive destinations. Backed by experience in several destinations, ITR experts and advisors have been working for more than a year on what is going to be a responsible certification system designed especially for historic cities. To this end, energy, transport and telematic related subjects are treated with special intensity. It is a standard that establishes criteria for: -

Energy saving and rationalisation in hotel accommodation. Guide lines for the consumer on energy behaviour and a good practice guide in transport matters. - The use of telematics as an instrument for enhancing the value of historic centres and for promoting responsible attitudes. We are convinced that municipal and business policies aimed at building the city of the future in historic centres will have a greater and safer margin for success if the tourist industry participates in the process at an appropriate level.

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SOCIAL CHALLENGES IN THE FACE OF A REVITALISING OF HISTORIC TOWN CENTRES ELEMENTS FOR A GOOD PRACTICE GUIDE *(50È1 62/,1Ë6 0RVW 3URJUDPPH 6&6 81(6&2 $EVWUDFW Society’s representations, needs and ambitions, concerning their historic town centres, have developed rapidly in the XX century and the town planning philosophy of the III millennium generates challenges for us that will have to be met with creative imagination. One of these challenges derives form the revitalisation of historic city centres, when they are considered from the perspective of inserting them in the complex dynamism of the urban society they form part of. Successful intervention in historic town centres depends on how the basic contradiction between safe guarding the past, maintaining the social life that has generated them and their progress toward the future is resolved. This work briefly develops some of the essential aspects of social, economic, political and urbanistic facets that can make a positive contribution to the discussion for establishing a good practices guide for historic cities. These considerations emerge from the ethical principles defended by the Organisation represented by the author, and from the experience accumulated from UNESCO’s Human and Social Sciences Sector MOST (Management of Social Transformations) Programme. 1. The management of historic cities and of Mankind’s heritage involves a search for new technological solutions, but, without a solid political, economic and social structure, even the best solutions would fall on arid ground. In the ILUVW SDUW of the presentation, the author will discuss VRFLDOO\ VXVWDLQDEOH XUEDQ GHYHORSPHQW to develop the principle whereby, good management of urban centres involves dimensions of JRYHUQDELOLW\ and of UHIRUPXODWLQJ XUEDQ SROLFLHV based on a negotiated consensus of all the different players represented on the urban scene. With this basic premise, emphasis is placed on reinforcing town planning regulations to maintain and safeguard our heritage, driving economic and property market factors and preventing speculation linked abuses and social segregation within the space. 2. When the socially sustainable development approach is taken in the management of historic and urban centres, respect for the environment will, without doubt, generate new challenges in the fields of energy, transport and telematics. The VHFRQG SDUW of the speech focuses on the fact that these considerations are insufficient unless all possible energy, transport and telmatics users are taken into account. Here, there are four main socioeconomic factors:

Energía – Transporte - Telemåtica

Energy – Transport – Telematics

Ciudades HistĂłricas

Historic Cities

D +LVWRULF XUEDQ FHQWUHV DUH SDUW RI D ZKROH whose production relations are determined by the urban structure of the metropolis they belong to and to the regional, economic and geographic network they are located in. E 7KH LQIUDVWUXFWXUH DYDLODEOH WR D QHWZRUN RI KLVWRULF FHQWUHV Public transport and road networks must serve historic centres, without congesting them, in their interrelations with the region. Average historic cities could be brought out of their isolation and, thus, recover their liaison role. F /LIH LQ KLVWRULF FHQWUHV LV JHQHUDWHG E\ VRFLDO SURFHVVHV The one is a result of the other and there is a constant process of readjustment and tension; to define the centre as a space with an exclusive function, generally subject to trends, would be to immobilise it with fatal risks. G )UHTXHQW FKDQJHV LQ ]RQLQJ DQG ODQG XVH PDNHV KLVWRULF FHQWUHV LQFUHDVLQJO\ IUD JLOH The challenge is to achieve cohabitation among different activities and groups in historic centres, in order to meet both functional specialisation and speculation, on the one hand, and its degradation and decadence on the other. 1.

The WKLUG SDUW of this work mentions the opportunities offered to town centres of an exceptional quality and to European cities rooted in living history, by being declared mankind cultural heritage sites. It is an excellent opportunity to "humanise" the public urban space par excellence; the historic town centre. It opens the door to the possibility of developing urbanity, citizenship and peaceful cohabitation in the historic centres. The following factors are dealt with in the final part:

•

Developing SURFHVVHV RI DSSURSULDWLQJ VSDFH comprehension, enhancing the value and reinforcing the symbolic charge of places that have been forged from the collective identity and memory of the site.

•

Enhancing the capacity of LQWHUYHQWLRQ RI DOO VRFLDO SDUWQHUV in an inter-sectorial policy to adapt urban centres to the needs and aspirations of all the different social groups.

•

Giving LQKDELWDQWV the chance of being WKH VXEMHFW RI WKHLU RZQ KLVWRU\ This way, urban centres can maintain their air of places of reconciliation between the urban layout and the social fabric that generates them.

•

Promoting the role of historic centres as FDWDO\VWV for these processes.

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Historic Cities

A RESEARCH NETWORK FOR THE EUROPEAN HISTORICAL CITIES SUSTAINABLE DEVELOPMENT 0 $QWRQLHWWD (6326,72 +,672&,7< 8QLYHUVLWj GHJOL 6WXGL GL )LUHQ]H

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This document presents the HISTOCITY network project activity (1998-2000) funded by the European Community in the Programme Training and Mobility of Researchers - uroconferences. HISTOCITY is a researchers European network focused on the historical cities sustainable development based on Geographical Information and managed through GIS. The project aim is to link young researchers as well as senior scientists operating in the multi-disciplinary topics involved in the European historical cities sustainable development studies. HISTOCITY foresee 3 annual meetings as Euroconferences to discuss new methodologies of work related to the issue.

KEYWORDS: Sustainable development, Historical cities, GIS, HISTOCITY, Research network, TMR - Euroconferences.

M. Antonietta Esposito is the Scientist in Charge of the HISTOCITY Project funded by the European Commission in the TMR Programme.

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Energy – Transport – Telematics

Ciudades Históricas

Historic Cities

A GLOBAL NETWORK: ECOHB %26&2 %h(/(5 $UFKLWHFW %DXELRORJLVW 6,% 6HFUHWDU\ *HQHUDO &(2

ECOHB is a Global + European Network of Organisations for EnvironmentallyConscious and Healthy Buildings. It was founded in 1992 and is now spread over forty countries. ECOHB has started in the journal "Baubiologie" with regular announcements and publications. Hence Baubiologie became the official organ of ECOHB. The main goal of ECOHB is to help to solve one of the world problems, namely the problem of housing and built einvironment particularly concerning the einvironmental impact generated by land use, use of materials and energy, the lack of housing in the Third World, and health aspects. 'HPRVWUDWLRQV 7KH LQWHUQDWLRQDO %DX%LR'DWD%DQN %%'% RI *,%% The BuildingBiologyDataBase - A coprehensive instrument for the bau-biological and bauecological judgement of international used building materials and products. The BauBioDataBank (BBDB) serves a kind of reference book and tool, in which architects, engineers, designer, manual worker, client, and so on usefull information to different building-areas find. Specially are the caracteristics in building-biological and building-ecological direction written down. This tool allow the architect and designer to calculate the pressure on the environment of his CONSTRUCTIONS and BUILDINGS according to SIA D 0123. Also are the U and R- Value and the element costs of structure calculable. The whole materialand life cycle can be followed until the chemical combination. The BBDB is developed in the languages German (D), English (E), French (F) and Italian (I) . The BauBioDataBank is split into different data bank-files, which are combined under each other and so allow a quick access. Each file has got different mask colours for the identification. The central file PRODUCT- and MATERIALDATA contains a table with the declaration of the contents which has a direct refer to the CHEMICAL-ELEMENTS and BUILDINGMATERIAL DATA . All products and descriptions are to follow back of the source in the DOKUMENTS. Pre-programmed search command and lists for example for the SIA - Declaration sheet 493, material-recommandation of the GIBB, solar panel-, photovoltaic-, and electromobil data, literaturelist, and so on, makes the use specially user-friendly. GIBB Genossenschaft Information Baubiologie, St. Gallerstrasse 28, CH-9230 Flawil, Switzerland Manager/CEO and Designer of the DataBase: Bosco Büeler (A demonstration on a beamer or pictures by a overhead projector are available)

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Ciudades Históricas

Energy – Transport – Telematics

Historic Cities

7KH QHZ *RYHUQPHQW RI 6WDWLVWLF LQ 6ZLW]HUODQG $ ELJ DQG HFRORJLFDO EXLOGLQJ 700 Office places; Costs: 130 Mio SwissFrancs; 28’000 m2 floors 1200 m2 of solar collectors, saves 65% of the heat energy consumption; Raining Water system, Green roof as a garden, Electrofield shielded cable; Baubiological Materials; Natural ventilation and daylight using; Energy saving of 50% by the electric lights system; Front in recycled glas panels; Other ecological details All structural details have been calculated by ecological impacts with data from the BauBioDataBank. Owner and Site: Swiss Government of Statistic, Place de la gare 3a, CH-2002 Neuenburg/Neuchâtel Buildingbiological and Buildingecological consultant: Bosco Büeler

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CONTACTOS / CONTACTS PONENTES - SPEAKERS

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Relaciones Institucionales IBERDROLA – Delegación Castilla y León c/. Veinte de Febrero, 8 47001 Valladolid ESPAÑA Tel.: +34 983 352400 Fax: +34 983 350173

UNESCO - Division of Engineering and Technology (SC/EST) WSP - World Solar Programme (1996-2005) 1 Rue Miollis 75732 Paris cedex 15 FRANCE Tel.: +33 1 45683916 Fax: +33 1 45685820

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Cobcejal de Trsnaporte Ayuntamiento de Salamanca Plaza Mayor, 1 SALAMANCA Tfno. 923 27 01 07 7RPiV $]FiUDWH \ %DQJ

Presidente Instituto de Turismo Responsable Centro de Planificación Ambiental Gobierno de Canarias Carretera de La Esperanza, km 0,6 La Laguna – Tenerife ESPAÑA Tel.: +34 922 473901 Fax: +34 922 473947 )UDQFLVFR * %DOPDV

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ENTRAC 85 Rail Park Maynooth, Co. Kildare IRELAND Tel./Fax: +353 1 6289329 E-mail: pbell@entrac.ie

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Secretary-General of the World Solar Commission Director, Eng.and Techn. Division (UNESCO) 1, rue Miollis 75732 Paris Cedex 15, FRANCE Tel.: +33 1 45 68 39 01 Fax: +33 1 45 68 58 20 E-mail: b.berkovski@unesco.org 5LFDUGR %UDYR 6D\DV

IBERDROLA Delegado de Castilla y León Veinte de Febrero, 8 47001 Valladolid ESPAÑA Tel.: +34 983 352400 Fax: +34 983 350173 %RVFR % HOHU

Secretary General/CEO ECOHB European + Global Network Ecobiology Generaladministration St. Gallerstrasse 28 CH-9230 Flawil /SG SWITZERLAND Tel.: +41 71 393 22 52 Fax: +41 71 393 22 56 E-mail: ecohb@gibbeco.org Website: http://www.ecohb.org -RDTXLP &DEUHUR

Proyecto CENTAUR Barcelona Tecnologia, S.A. Carrer 60, num. 25-27, Sector A 08040 Barcelona ESPAÑA Tel.: +34 93 4314650 Fax: +34 93 4314163 E-mail: btsa2@ibm.net

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Real Fundación de Toledo C/. Barquillo, 10-3º D 28004 Madrid ESPAÑA Tel.: +34 91 5310170 Fax: +34 91 5310399

Comune di Ferrara Settore Urbanistica Ferrara ITALIA Tel.: +39 0532 239372 Fax: +39 0532 239472

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Alcalde Ayuntamiento de Toledo Plaza del Consistorio, 1 45071 Toledo ESPAÑA Fax: 34 925 25.36.24

Real Fundación de Toledo C/. Barquillo, 10-3º D 28004 Madrid ESPAÑA Tel.: +34 91 5310170 Fax: +34 91 5310399

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Ecoserveis C/. Cerámica, 38 08035 Barcelona ESPAÑA Tel.: +34 93 4027226 Fax: +34 93 4027625

Histocity Euroconference Scientist in Charge Universita' degli Studi di Firenze Dip.P.M.P.E. Via San Niccolo' 89/a 50125 Firenze ITALIA Tel.: +39 055 2491560 -533 Fax: +39 055 2347152 E-mail: epu@cesit1.unifi.it Website: http://www.unifi.it/unifi/dpmpe/histocity/histocit y.htm

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Grupo SIEMSA C/. Torres Quevedo, 18 28022 Madrid ESPAÑA Tel.: +34 91 3294228 Fax: +34 91 3294632 *LDQFDUOR &UHSDOGL

Direttore Generale ATESINA Via Marconi 3 38100 Trento ITALIA Tel.: +39 0461 821000 Fax: +39 0461 824373

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Secretario General EUFORES Avda. de Burgos 48, bajo B 28036 – Madrid ESPAÑA Tel.: +34 91 3833339 Fax: +34 91 3833159 E-mail: jfraga@eufores.org 0LJXHO )UDLOH

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Director Principal UNESCO - Sector de Cultura 7, Place de Fontenoy 75352 – Paris cedex 15 FRANCE Tel.: +33 1 45684336 (4288) Fax: +33 1 45685591 -HDQ 3LHUUH 'DX[HUUH

ENTIRE Hotel de Ville Esplanade J.M. Louvel F-14027 Caen Cedex FRANCE Tel.: + 33 31304233 Fax: + 33 31304122 E-mail: caendgst@mail.cpod.fr

IVECO – PEGASO Avda. de Aragón 402 28022 MADRID ESPAÑA Tel.: +34 91 3252223 Fax: +34 91 3252092 :HQGHOLQ )ULHGHO

Energiereferat Stadt Frankfurt am Main Philipp-Reis-str. 84 60486 Frankfurt am Main GERMANY Tel.: +49 69 21239197 Fax: +49 69 21239472 *LRUJLR *DUEDULQL

AMT Via L. Montaldo 2 16137 Genova ITALIA Tel.: +39 010 5582497 Fax: +39 010 8393119

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IBERINCO (IBERDROLA Ingeniería y Consultoría, S.A.) Avda. de Burgos, 8B (Edif. Génesis) 28036 Madrid ESPAÑA Tel.: +34 91 3833180 Fax: +34 91 3833311

ZEUS Project Environment and Health Protection Administration Box 38024, SE-100 64 Stockholm SWEDEN Tel.: +46 8 61699650 Fax: +46 8 6169632 E-mail: gustaf.landahl@environment.stockholm.se Website: http://www.zeus-europe.org

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Community Services Manager, Housing Leicester City Council 35 Rowsley St. Leicester LE5 5JP UNITED KINGDOM Tel.:+44 116 2731511 Fax:+44 116 273 1510 E-mail: save2@energysense.demon.co.uk -RDQ +XJXHW L 5RWJHU

Presidente del Parlamento Balear Palau Real 16 07001 – Palma de Mallorca ESPAÑA Tel.: +34 971 710904 Fax: +34 971 719791 1RUPDQ -DPHV

JUPITER Project Associate Transport and Travel Research Ltd 16 Bore Street, Lichfield Staffordshire WS13 6LL UNITED KINGDOM Tel.: +44 15 43416416 Fax: +44 15 43416681 E-mail: 100664.427@compuserve.com Website: http://www.euroweb.net/jupiter/info.htm -XDQ ,JQDFLR -LPpQH] GH 9HODVFR

Director Agencia Local de la Energía Ayuntamiento de Sevilla c/. Escuelas Pias, 1 E-41003 Sevilla ESPAÑA Tel.: +34 95 4590420 Fax: +34 95 4226511

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Planning and Development Department Dublin Corporation, Civic Offices, Wood Quay Dublin 8 IRELAND Tel.: +353 1 6796111 Fax: +353 1 6777780 -XDQ &DUORV /DYDQGHLUD

Director Técnico MADE _ Grupo ENDESA Ctra. Pozaldez, Km. 1 47400 Medina del Campo VALLADOLID Tel.: +34 983 83 71 69 Fax: +34 983 80 48 00 E-mail: jclavan@ctv.es &ODXGLR /RPEDUGL

Centro Ricerche FIAT Strada Torino, 50 10043 Orbassano (TO) ITALIA Tel.: +39 011 9083498 Fax: +39 011 9083671 *LDFRPR /XFFL

Comune di Siena ITALIA Tel.:+39 0577 292207 Fax:+39 0577 292343 E-mail: comsi@comune.siena.it $UWXUR 0 0DUWtQH] *LQHVWDO

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European Commission Directorate General XVII - Energy 226 Avenue de Tervuren B-1150 Brussels BELGIUM Tel.: +32 2 2953456 Fax: +32 2 2966016 E-mail: angel.landabaso@bxl.dg17.cec.be

E.M.T. de Madrid Calle Alcántara 24 28006 – Madrid ESPAÑA Tel.: +34 91 4012872 Fax: +34 91 4068801 0DULR 0DWXOLF

69 Av. du Mal Foch 78100 Saint-Germain-en-Laye FRANCE Tel.: +33 1 39734573 Fax: +33 1 39210610 E-mail: mario-marijan.matulic@wanadoo.fr

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ENTIRE Co-ordinator Stadt Köln Arnt für Statistik, Einwohnerwesen und Europaangelegenheiten

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Athener Ring 4 D-50765 Köln Tel.: +49 221 221 1594 Fax: + 49 221 221 1900 E-mail: 100433.2635@compuserve.com / Eurocologne@compuserve.com 0DULD ,QrV 0RUDLV

Câmara Municipal de Évora Praça de Sertorio 7034 Évora PORTUGAL Tel.: +351 66 24101 Fax: +351 66 22950 )UDQN 0XUUD\

Principal Officer for Environment and Culture Dublin Corporation Civic Offices, Wood Quay Dublin 8 IRELAND Tel.: +353 1 6796111 Fax: +353 1 6777780 -RKQ 2¶&RQQRU

Dublin Corporation Civic Offices, Wood Quay Dublin 8 IRELAND Tel.: +353 1 6796111 Fax: +353 1 6777780 /XLV 2OLYHLUD 5RGULJXHV

Câmara Municipal de Évora Praça de Sertorio 7034 Évora PORTUGAL Tel.: +351 66 24101 Fax: +351 66 22950

Historic Cities

Sindaco Comune di Siena ITALIA Tel.:+39 0577 292207 Fax:+39 0577 292343 E-mail: comsi@comune.siena.it -RUJH 3LQWR

Vereador Câmara Municipal de Évora Praça de Sertorio 7034 Évora PORTUGAL Tel.: +351 66 24101 Fax: +351 66 22950 E-mail: jpinto@mail.evora.net &pVDU 3RUWHOD

Arquitecto García Camba 8, 4ºdcha. 36001 – Pontevedra ESPAÑA Tel.:+34 986 858916 Fax: +34 986 860243 &DUPHQ 3R\DWR 3HUH]

Coordinadora Proyecto ENTIRE Tecnogrupo, Desarrollo de Sistemas Interactivos, S.L. Oficina Coordinación Proyecto ENTIRE C/ Perú, 4 1º Izda. 47004 Valladolid Tel.: + 34 983 20 33 34 Fax: + 34 983 21 26 80 E-mail: tecnogrupo@apdo.com -RVHS 3XLJ L %RL[

Regidor Regiduría de Ciutat Sostenible c/. Ciutat nº4 08002 – Barcelona ESPAÑA Tel.: +34 93 4027226 Fax: +34 93 4027625 $P\ 5DGHU 2OVVRQ

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City archeologist Dublin Corporation Development Department Block 4, Floor 3, Civic Offices, Wood Quay Dublin 8 IRELAND Tel.: +353 1 6796111 Fax: +353 1 6777780 0DXUR 3DULJL

Assesore Servizio Pianificazione Urbanística Comune di Pisa Pisa ITALIA Tel.: +39 050 910482 Fax. +39 050 500242 3LHUOXLJL 3LFFLQL

INREGIA AB Box 12519 Stockholm SWEDEN Tel.: +46 8 7372703 Fax: +46 8 7374460 E-mail:amr@inregia.se 0LHF]\VODZ 5HNVQLV

Deputy Director Department of Land Development Warsaw City Hall Palace of Culture and Science, XIII floor 00-901 Warsaw, Plao Defilad 1 POLAND Tel.: +48 22 6567803 Fax: +48 22 6566802 E-mail: land_dep@medianet.com.pl

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Arquitecto Câmara Municipal de Évora Praça de Sertorio 7034 Évora PORTUGAL Tel.: +351 66 24101 Fax: +351 66 22950

Director-general European Commission Directorate General XVII - Energy 226 Avenue de Tervuren B-1150 Brussels BELGIUM

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ICOMOS – España Urbanización Las Colinas Ramal C – Parcela 22 28240 Hoyo de Manzanares – Madrid ESPAÑA Tel./Fax: +34 91 8565522

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Riga City Council Deputy Chief of City Development Department 3 K. Valdemara St. Riga LV 1739 LATVIA Tel.: +371 7 026101 Fax: +371 7 026386 -XDQ 6DFULVWiQ 5XDQR

Arquitecto-Urbanista c/. Méndez Núñez 11 41001 Sevilla ESPAÑA Tel.: +34 95 4561156 Fax: +34 95 4564482

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UNESCO Secteur des Sciences Sociales et Humaines Projet “Villes et Habitats Humains” 1, rue Miollis 75732 Paris Cedex 15 Tel.: +33 1 45683837 Fax: +33 1 45685724 E-mail:g.solinis@unesco.org

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LABSITA - DICEA Università di Roma la Sapienza Piazza Borghese, 9 00186 – Roma ITALIA Tel.: +39 06 49918830 Fax : +39 06 49918873 E-mail: salvemini@iasi.rm.cnr.it Website: http://www.uniroma1.it/DICEA/GIS_LAB.HTM

Secretario General Comisión Española de la UNESCO Paseo Juan XXIII, 5 28040 – Madrid ESPAÑA Tel.: +34 91 5543516 Fax: +34 91 5351433

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IBERDROLA, S.A. C/. Cardenal Gardoqui, 8 48008 – Bilbao ESPAÑA Tel.: +34 94 4151411 Fax: +34 94 4790193 3HGUR - 6DQ] +HUQiQGH]

ISE – Ingenieros de Seguridad Electrónica, S.A. C/. Torres Quevedo, 18 28022 Madrid ESPAÑA Tel.: +34 91 7480404 Fax: +34 91 3295147 $OIRQVR 6HYLOOD

GEOHABITAT c/. Iglesia 12 04738 VICAR Almería ESPAÑA Tel.: +34 950 553332 Fax: +34 950 553366 E-mail: alfonso@geohabitat.es

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Presidenta ICOMOS – Comité Nacional Español Paseo de la Castellana, 12 –4ª 28046 – Madrid ESPAÑA Tel.: +34 91 4352200 Fax: +34 91 3753833 0DVVLPR 7DJOLDWWL

A.T.M. Via delle Industrie 118 48100 RAVENNA ITALIA Tel.: +39 0544 689911 Fax: +39 0544 451508

Energía – Transporte - Telemática

Energy – Transport – Telematics

Ciudades Históricas

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Jefe de la Oficina Europea de Colonia Stadt Köln Arnt für Statistik, Einwohnerwesen und Europaangelegenheiten

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Athener Ring 4 D-50765 Köln Tel.: +49 221 221 1594 Fax: + 49 221 221 1900 E-mail: 100433.2635@compuserve.com / Eurocologne@compuserve.com /XW] $UHQW]

Departamento de Medio ambiente de Colonia Jefe de Grupo de la aplicación 1200 en Colonia Stadt Köln Arnt für Statistik, Einwohnerwesen und Europaangelegenheiten

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Coordinadora ENTIRE Stadt Köln Arnt für Statistik, Einwohnerwesen und Europaangelegenheiten

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Historic Cities

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Subdirecteur principal Ville de CAEN Direction Generale des Services Techniques Esplanade J.M. Louvel 14027 CAEN. FRANCE Tel.: + 33 02 31 31 41 75 Fax: +33 02 31 30 41 22 -HDQ 3LHUUH 'DX[HUUH

Directeur du Project Ville de CAEN Direction Generale des Services Techniques Esplanade J.M. Louvel 14027 CAEN. FRANCE Tel.: + 33 02 31 31 41 75 Fax: +33 02 31 30 41 22 0DULQH 3RXGRQ

Ville de CAEN Direction Generale des Services Techniques Esplanade J.M. Louvel 14027 CAEN. FRANCE Tel.: + 33 02 31 31 41 75 Fax: +33 02 31 30 41 22 0DVVLPR 'LDQD

ACTV Servizio Pianificazione Strategica Via Genova, 4 Mestre Venecia Tel. + 39 41 2722869 Fax. + 39 41 2722815 e-mail: Sepia.prog@ctv.it 0DULQR 0D]]RQ

Thetis Castello 2737 /F. Campo Celestia 30122 VENEZIA Tel. +39 41 2406111 Fax. +39 41 5210292 e-mail: info@thetis.it

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Coordinadora ENTIRE – Rotterdam OntwikkelingsBedrijf Rotterdam Project Innovatiebevordering Galvanistraat 15 (3029 AD) Postbus 6575 3002 AN Rotterdam Tel.: +31 010 4897111 Fax: +31 010 4897122 0DDUWHQ 9DQ %HPPHOHQ

Coordinador de Proyectos Europeos OntwikkelingsBedrijf Rotterdam Project Innovatiebevordering Galvanistraat 15 (3029 AD) Postbus 6575 3002 AN Rotterdam Tel.: +31 010 4897111 Fax: +31 010 4897122

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Transportation Policy Hampshire County Council The Castle. Winchester Hampshire Tel.: +44 1962 846920 Fax: +44 1962 845190 E-mail: peterm@hccenvg1.demon.co.uk ,VDEHO =DSODQD /DEDUJD

Jefe de proyectos asociado Tecnogrupo, Desarrollo de Sistemas Interactivos, S.L. Oficina Coordinación Proyecto ENTIRE C/ Perú, 4 1º Izda. 47004 Valladolid Tel.: + 34 983 20 33 34 Fax: + 34 983 21 26 80 E-mail: tecnogrupo@apdo.com

Energía – Transporte - Telemática

Energy – Transport – Telematics

Ciudades Históricas

Historic Cities

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Coordinadora Proyecto ENTIRE Tecnogrupo, Desarrollo de Sistemas Interactivos, S.L. Oficina Coordinación Proyecto ENTIRE C/ Perú, 4 1º Izda. 47004 Valladolid Tel.: + 34 983 20 33 34 Fax: + 34 983 21 26 80 E-mail: tecnogrupo@apdo.com *UHJRULR ,WXUUHJXL 3HxD

Director Asociado Tecnogrupo, Desarrollo de Sistemas Interactivos, S.L. Oficina Coordinación Proyecto ENTIRE C/ Perú, 4 1º Izda. 47004 Valladolid Tel.: + 34 983 20 33 34 Fax: + 34 983 21 26 80 E-mail: tecnogrupo@apdo.com

Jefe Servicios Técnicos Gas Natural Castilla y León C/ Gran Vía, 76 – 90 Bajos 37001 SALAMANCA Tel.: + 34 923 271516 Fax: + 34 923 264482 3HGUR 6RULD &ROPHQHUR

Jefe Departamento Grandes Clientes Gas Natural Castilla y León C/ Gran Vía, 76 – 90 Bajos 37001 SALAMANCA Tel.: + 34 923 271516 Fax: + 34 923 264482 0DUWD /RER /ySH]

Departamento Grandes Clientes Gas Natural Castilla y León C/ Gran Vía, 76 – 90 Bajos 37001 SALAMANCA Tel.: + 34 923 27 15 16 Fax: + 34 923 26 44 82

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Consultor Tecnogrupo, Desarrollo de Sistemas Interactivos, S.L. Oficina Coordinación Proyecto ENTIRE C/ Perú, 4 1º Izda. 47004 Valladolid Tel.: + 34 983 20 33 34 Fax: + 34 983 21 26 80 E-mail: tecnogrupo@apdo.com

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Director General Grupo Ruiz Polígono Industrial “ El Montalvo” C/ Nóbel, 91 37008 SALAMANCA Tel.: +34 923 10 05 45 / 46 Fax: +34 923 19 05 44 E-mail: salamanca.transporte@iponet.es 3DEOR *yPH] 5RGXOIR

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Administración Tecnogrupo, Desarrollo de Sistemas Interactivos, S.L. Oficina Coordinación Proyecto ENTIRE C/ Perú, 4 1º Izda. 47004 Valladolid Tel.: + 34 983 20 33 34 Fax: + 34 983 21 26 80 E-mail: tecnogrupo@apdo.com &DUORV 0DQULTXH *RQ]iOH]

Delegado Gas Natural Castilla y León C/ Gran Vía, 76 – 90 Bajos 37001 SALAMANCA Tel.: + 34 923 271516 Fax: + 34 923 264482

Coordinador Grupo Ruiz Polígono Industrial “ El Montalvo” C/ Nóbel, 91 37008 SALAMANCA Tel.: +34 923 10 05 45 / 46 Fax: +34 923 19 05 44 E-mail: salamanca.transporte@iponet.es $OIUHGR ,EDxH] (VFULEDQR

Director-Gerente Salamanca de Transportes Polígono Industrial “ El Montalvo” C/ Nóbel, 91 37008 SALAMANCA Tel.: +34 923 10 05 45 / 46 Fax: +34 923 19 05 44 E-mail: salamanca.transporte@iponet.es -XDQ &DUORV /DYDQGHLUD

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Jefe Servicios Comerciales Gas Natural Castilla y León C/ Gran Vía, 76 – 90 Bajos 37001 SALAMANCA Tel.: + 34 923 271516 Fax: + 34 923 264482

Director Técnico MADE – GRUPO ENDESA Ctra. Pozaldez, Km. 1 47400 Medina del Campo VALLADOLID Tel.: +34 983 83 71 69 Fax: +34 983 80 48 00 E-mail: jclavan@ctv.es

Energía – Transporte - Telemática

Energy – Transport – Telematics

Ciudades Históricas

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GEA BELT Project

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AVIA BELT Project

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IVECO PEGASO BELT Project

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AMT GENOVA BELT Project

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BELT Project

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