Make a stop at Sesto Nord!

Neighborhood plans for the 15-MIN CITY

Make a stop at Sesto Nord!

Group 3

Paula Haufe Lucia Greta Iachelini Anna Kravtsova Dina Mohamed

Master Degree in Urban Planning and Policy Design

Urban Policies Design Studio 2020-2021 Prof. Antonella Bruzzese, Prof. Alessandro Coppola Tutors: Valentina Brambilla, Lorenzo De Vidovich, Antonio Jose Salvador

Abstract Make a Stop at Sesto Nord is a concept that tries to turn a stopover into an area that invites people to stay, explore the neighbourhood and get to know this part of the city better. It focuses on two opposing user groups: the permanent population and the temporary users.

By analysing both groups’ wishes, needs and problems, the project develops three strategies to make Sesto Nord a place where both groups feel equally comfortable and where their needs are met in relation to the 15-minute city.

Supported by the theory of Transit Oriented Development, the project “Make a Stop at Sesto Nord” tries to develop a compact, more sustainable and useroriented neighbourhood that is oriented towards the ideals of a 15-minute city and implements them in an adapted way in the given context.

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Index Intoduction SWOT Map Portrait of the Users - permanent VS Temporary Problem Definition: Sesto Nord a car-oriented Neighbourhood The Transit oriented Concept

8 9 10 16 20

Strategy no1 - Efficient and sustainable Mobility System State of the Art Map Case Study: Healthy Street Approach London Case Study: PiediBus Strategy Map Actions Theory of Change Actors & Beneficiaries Modification of Parking Lots Zoom In - Development of the new Transportation Infrastructure Sections Implementation Timeline Economic Feasibility

22 24 26 27 28 30 32 33 34 35 36 38 40

Strategy no2 - Creation of Opportunities for Gathering & Community Building State of the Art Map Case Study: Parklets Case Study: Travelling Tree Avenue Strategy Map Actions Theory of Change Actors & Beneficiaries Zoom In - Possible Parklets in Viale Casiraghi Parklet Design Implementation Timeline Economic Feasibility

42 44 46 47 48 50 52 53 54 56 58 60

Strategy no3 - Increase the recreational Vitality State of the Art Map Case Study: Scuole Aperte Case Study: Il Pertini Cinisello Balsamo Strategy Map Actions Theory of Change Actors & Beneficiaries New Centrality in Crocetta Zoom In - New Library in the Carabinieri Baracks Implementation Timeline Economic Feasibility

62 64 66 67 68 70 72 73 74 75 76 78

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80 82 84

How the three Strategies work together 15 Minute Range of different Means of Transport Critical comments & Conclusion

86 88 90

Resources List of Figures Appendix

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Introduction The project “Make a Stop at Sesto Nord” is based on the knowledge gained in the previous two phases of the project, in which we carried out a comprehensive analysis of the territory. Special attention was drawn to structures that are important for the function of the 15-minute city.

Therefore the analysis was focused on the morphological structure of the area, the transport system, green spaces and demographic composition, as well as the distribution of commercial facilities, health services, schools and cultural institutions. Furthermore, we have carried out a comprehensive localisation of actors operating in the study area and evaluated a survey answered by Sesto residents in order to get an impression of the population’s subjective perception of the study area.

carry probably to a greater influx of temporary population but also to an implementation of the services and the system of the mobility (new M1 and M5 stops in Sesto Nord are also planned).

This led to the conclusion that the study area is already almost a 15-minute city, as it has many of the characteristics of one.

The map on the following page gives a spatial overview about the characteristics of the area that we defined as strengths, weaknesses, opportunities and threats. It was the point of the departure for the final project work which will be illustrated in the booklet.

The analysis showed strengths and weaknesses of Sesto Nord which were the starting points for the development of our project.

The main deficits were the lack of attractive green areas, squares and gathering spaces, the existence of only a few cultural services, a high pollution level and congestion of the streets with its side effects, the underdeveloped slow mobility system, the poor connection with the Crocetta district as well as the poor condition of the station and its mono functionality.

Strengths on the other hand were the density and diversity of the population, good distribution of welfare services,primary good shops and weekly markets, the connection to surrounding cities, the presence of a strong commercial axis, the highquality of existing gathering spaces like Piazza Rondinella and the presence of significative association. Another important element to be consider as an opportunity or a threat, depending on the point of view, is the transformation plan Milanosesto that regards the former area falck and the station of Sesto FS I° Maggio, it will

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The evaluation of strengths and weaknesses helped us to align the strategies of our project in such a way that they use and develop the potentials of the area and at the same time try to eliminate weaknesses and redesign them in favour of the 15 minute city principle. Therefore they are concentrated on the development of an efficient and sustainable mobility system, the creation of new gathering spaces within the neighbourhood and the increase of the recreational vitality in order to enhance the cultural and educational offer.

“Make a Stop at Sesto Nord” aims to make Sesto Nord a place that is more than just a stopover - a place where the 15-minute city responds to the different needs of its different user groups.

SWOT Map

Crocetta district Sports centre “Pertini”

Rondinella square

Transportation hub

Dense urban tissue Diffused urban tissue City of the highway Highway Railway Main street Commercial street Secondary street Raylway station Weekly market

Bikeline Green relevant area Square Space with potentiality Parish Services’ hub M1 stop M1 stop on the program Cultural services Supermarket

Welfare Connection Area in transformation- former Area Falk Strenght Weakness Opportunity Threat

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Portrait of the Users The concept of our 15 Minute City project is developed on the basis of improving and facilitating the coexistence of the two groups we identified mainly using the neighbourhood.

The question is how to develop the area so that it is equally attractive to both groups, the temporary users and the permanent population.

The two user groups have very different needs and demands on the functionality and design of Sesto Nord, as well as a different understanding of the 15-minute city.

The main objective of the concept is to minimise conflicts between the two groups, to create functional spaces for all needs, and to create new spaces for social exchange between temporary users and the permanent population in order to increase mutual tolerance and appreciation.

Therefore the core of the project is to make Sesto Nord a place that functions not only as a stopover but as a place to stay, offering qualities that make it attractive to use beyond its function as a transport hub.

In order to realise this goal, a profile of both user groups was drawn up. This revealed the needs and necessities that we took into account in the development of the strategies.

Temporary users see Sesto Nord predominantly as a transport hub and stopover, as it is a hotspot for commuters commuting from Sesto and the surrounding communes to Milan, due to the presence of the railway station, the metro connection to Milan and the bus station, which is the connection to the surrounding communes. It is also a strategic point for motorists as it is located in close proximity to the A4 motorway. Besides the functions connected to transportation and commuting also Sesto’s educational and sports facilities are main points of attraction for the temporary population. In order to encourage this group to stay in Sesto, the concept identified that it is important to create new services and functions in the proximity of the station such as retail, gastronomy, gyms and a co-working space. Furthermore it is important to expand the

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extracurricular offer for children after school and the number of gathering places students can use while bridging time between school and afternoon activities. In addition the renovation of sport facilities and cultural institutions will serve as a force of attraction for people from outside visiting and getting to know Sesto Nord better.

The permanent population on the other hand currently suffers from Sestos function of being a transportation hub because it creates a lot of traffic. The high traffic volume obstructs the bus traffic, causes heavy air and noise pollution and occupies a great amount of public space through parked cars, which leads to resentments against the temporary users. Moreover there is a lack of gathering spaces and cultural facilities in the area which is an obstacle to the 15 Minute City because it creates the necessity for the inhabitants to leave the neighbourhood in order to access certain services. This creates especially problems for the elderly population since they are not as flexible anymore as the younger people but also for families and younger inhabitants because it limits the possibility of social exchange and community building in the neighbourhood.

Therefore the concept aims to introduce solutions in particular regarding the mobility system and it’s shift towards a more slow and sustainable approach in order to create a relief from traffic and its by-products for the inhabitants of Sesto Nord. Also the creation of a new cultural offer and multifunctional spaces which on the one hand can please the needs of the permanent population and on the other hand can become places for the exchange and togetherness of both user groups is a fundamental element of the project that is developed around their coexistence.

On the following pages the profiles, needs and desires of the two different user groups are illustrated.

Permanent Users potrait our needs as permanent population concern the availability of quality outdoor spaces to spend free time in solitude and in company, an efficient public transport system and slow mobility, and the availability of spaces for cultural activities my needs are good health, having services within walking distance and a strong social support network

our needs are to have gathering spaces where we can meet with others and spend our time, affordability of services and spaces for listening and community support

our needs are new job opportunities close to home in line with our skills and for those who already have a job spaces where they can work remotely

our needs are gathering and leasure spaces for young people and educational equipment to support study such as libraries

Elderly

Families

Work age population

Students

20336 People 25%

39482 Units

47301 People 58%

11085 People 13%

Temporary Users potrait Our needs as temporary population are an efficient public transport system and multifunctional spaces in the vicinity of the station that can serve different needs (from a café to a gym, from coworking to a quiet and comfortable place to wait).

Our needs coworking spaces where we can stay and work, but also multifunctional spaces offering different services close to transport hubs.

Our needs to have places to gather after school where we can stop and study or socialise, places that can stimulate our imagination.

our needs are quality sports facilities and staying up to date on current sports activities in the vicinity

Workers (from and to Sesto)

Students (from and to Sesto)

Sportive people

38891 People

7330 People

no data

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Permanent Users Sesto San Giovanni residents 81393 People (2018)

Italian resident population (82,5% of the totality)

Foreign resident population (17,5% of the totality)

Italian female Italian male

Foreign female Foreign male

90+ 85-89 80-84 75-79 70-74 65-69 60-64 55-59 50-54 45-49 40-44 35-39 30-34 25-29 20-24 15-19 10-14 5-9 0-4

90+ 85-89 80-84 75-79 70-74 65-69 60-64 55-59 50-54 45-49 40-44 35-39 30-34 25-29 20-24 15-19 10-14 5-9 0-4 -4000

-3000

-2000

-1000

0

1000

2000

3000

-1000

4000

-800

-600

-400

Percentage of Italian and foreign families by number of members Italian families Foreign families

-200

0

200

400

600

800

Internal Mobility 15817 Residents (19,5 % of the totality)

50 45 40 35 30 25 20 15 10 5 0

1

2

3

4

5

6

7

8

9

10

48% The old age index (how many elderly people are there per 100 young people) Italian families Foreign families All families

52% Study reasons

250 200 150 100 50 0 2008

12

2009

Work reasons

2010

2011

2012

2013

2014

2015

2016

2017

2018

1000

Temporary Users From outside Sesto San Giovanni

From Sesto San Giovanni

22455 People

39596 People (50% of the totality)

In-flow Mobility

Out-flow Mobility

22455 Individuals

23766 Residents

79%

89%

Work reasons

Work reasons

21%

11%

Study reasons

Study reasons

Destinations - In-flow Mobility

Main municipalities involved in the flows in and out of Sesto San Giovanni

Work reasons Study reasons

Primary municipalities involved Secondary municipalities involved

Milan Other Municipalities

Desio

Lissone

Vimercate

Cinisello Balsamo Nova Milanese Muggiò

Monza

Monza

Paderno Dugnano

Cologno Monzese

Agrate Brianza

Cinisello

Cusano Balsamo Milanino

Segrate 0

2000

4000

6000

8000

10000

12000

14000

Destinations - Out-flow Mobility

Bresso

16000

Sesto San Cologno Giovanni Monzese

Pero

Work reasons Study reasons

Segrate

Other Municipalities

Milan Milan Peschiera Borromeo

Cinisello Balsamo San Donato Milanese

Monza Assago

Cologno Monzese Rozzano

Bresso 0

2000

4000

6000

8000

10000

12000

14000

16000

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From the picture of the data collected by the PGT of Sesto san Giovanni, it can be seen that in the municipality of Sesto San Giovanni the majority of residents are Italian (82,5 %) with an average age of 50 years and only 17,5 % foreigners with a slightly lower average age of 40 years. The majority of families living in Sesto are single-member households (mainly elderly people, who, as can be seen from the graph, have been increasing since 2015). Finally, the reasons that push residents of Sesto to move are equally distributed between work and study reasons.

As regards the so-called temporary population, it is curious to note that 50% of the residents of Sesto commute every day mainly for work reasons (89%) outside the municipality, mainly to Milan, Cinisello Balsamo, Monza, Cologno Monzese and Bresso.

The flow towards the inside of the municipality is also dictated mainly by work reasons (79%) and the main municipalities from which the movement originates are approximately the same as those of the out-flow with the addition of Segrate.

The Role of Sesto San Giovanni in the Commuter Mobility Network As already seen in the graphs on the previous page, this map clearly shows that Sesto San Giovanni is a commune that is heavily involved in the flow of commuter traffic.

Sesto San Giovanni Other municipalities Train network Metro Network

Due to the fact that Sesto is the terminus of the red metro line M1 that leads directly to Milan, it is a neuralgic point for commuters, pupils and students not only from Sesto itself but especially from the surrounding communes. The railway connection to the northern and north-eastern counties also strengthens Sesto’s character as an infrastructure hub. The municipalities most involved in the commuter flow are Monza, Cinisello Balsamo Bresso, Cologno Monzese and Milan.

Train Station Metro Station Primary street Secondary street Highway Main municipalities involved in the in and out flows

Since, as can be seen, the metro connection ends in Sesto San Giovanni and the train connection does not cover all the communes, the high volume of car traffic and the need for parking spaces can also be explained, since many commuters arrive in Sesto by car and then continue their journey by metro.

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Problem Definition: Sesto Nord a Car oriented Neighbourhood Sesto Nord is a heavily car-dominated neighbourhood. The entire area is optimised for car traffic and thus also significantly focused on satisfying the needs of car drivers. This manifests itself in various things. On the one hand, the promotion of alternative mobility in the form of a well-developed network of cycle paths, bike sharing and car sharing stations as well as bus lanes in Sesto Nord has so far only been promoted to a limited extent. The lack of safety for cyclists and the dependence of buses on car traffic make them unattractive as transport methods, which in turn further encourages car use and only reinforces the problem of cardominated neighbourhoods.

Secondly, there are parking spaces on all streets in the neighbourhood, with parking predominantly on both sides. On the one hand, this affects the streetscape, in the form of a lack of greenery, and on the other hand, the width and safety of the footpaths. In addition, this fact naturally raises the question of how fairly the distribution of public space is designed, since it benefits almost exclusively the car-driving population. Another problem that arises from this is the lack of public spaces that can be used for leisure activities and social exchange within the neighbourhood. This also has a significant impact on the concept of the 15-minute city, as many services such as meeting spaces, children’s playgrounds, gastronomic or even expansions of retail space could be realised on the space that is currently occupied by cars.

But as mentioned in the user portrait, there are two groups that animate Sesto Nord and thus two perspectives on the neighbourhood’s problems that need to be taken into account.

The car dominance brings the above mentioned disadvantages especially for the permanent population, but due to the presence of the Transport Hub in the area, many things are naturally oriented towards the needs of the temporary users. The large number of parking spaces in the neighbourhood mainly benefits

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commuters coming from the surrounding communes and commuting from Sesto to Milan.

These parking spaces are needed because not all communes are connected to Sesto by public transport. But this is exactly why it is important to focus on the problem of the lack of development of alternative transport methods, in order to create new incentives and possibilities to make commuting exclusively by bicycle and public transport possible in the future. In this way, the distribution of public space can also be rethought and restructured according to the needs of the permanent population.

By analysing the problems and recognising the different needs and usage behaviour of the two groups, temporary users and permanent population, three strategies were developed that try to show solutions and proposals for the abovementioned problems of the neighbourhood and to develop them positively in the sense of both user groups.

Fig. 1 - Viale Casiraghi

Fig. 2 - Crossing Viale Casiraghi

Fig. 3 - Parking Lot Via Monte Grappa

Fig. 4 - Car wash Viale Casiraghi

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AState caroforiented Neighbourhood the Art Map Two-sided Parking One-sided Parking Without Parking Heavy Traffic Volume Road used by Busses Parking Lot Dangerous Crossing Public Square

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The Transit Oriented Development Concept Transit Oriented Development is the fast growing trend in creating vibrant, livable, sustainable communities. Also known as TOD, is the creation of compact, walkable, pedestrianoriented, mixed-use communities centered around high quality train systems. This makes it possible to live a lower-stress life without complete dependence on a car for mobility and survival.

Transit oriented development is also a major solution to the serious and growing problems of climate change and global energy security by creating dense, walkable communities that greatly reduce the need for driving and energy consumption. This type of living arrangement can reduce driving by up to 85%.

The movement strategy for a town needs to be combined with a public realm strategy and activity programme developed with full community support. The activity programme should include using streets and spaces creatively for impromptu and formal events, festivals, markets, art, play and other activities that attract and engage everyone. Community engagement, involvement and sense of ownership is vital. The business community needs to be confident that the measures will attract people into the town and improve their businesses.

The urban structure of a town provides ‘visual signs’ that subconsciously inform and direct people walking about. Main streets with commercial uses are perceived differently from narrow laneways which act as short-cuts. Street patterns create junctions and nodes. These help way-finding and orientation as part of a hierarchy of routes that connect different places.

Gateway points are significant in terms of first impressions, while central spaces provide a sense of arrival, where people feel they should stop and look around. Streets in towns tend to converge either on a central large space, or series of streets and spaces, which form the town centre.

The TOD identifies routes connecting main uses and activities that would enable direct pedestrian movement within and around the town. It

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includes main public streets and spaces as well as short-cuts between residential and other areas, such as schools, shops, etc. TOD asks the questions: Are these routes regularly used on a daily basis? Are they attractive to pedestrians and cyclists? It also identifies where more short-cuts could be introduced to improve connectivity for pedestrians and cyclists – for example by removing a fence or wall to create a laneway. Furthermore it deals with managing traffic, preventing land use planning that encourages vehicular traffic and minimizing vehicle circulation within the town by providing convenient visitor parking at main arrival points. These need to be attractively designed and landscaped, with good pedestrian connectivity to the main town centre core area.

The TOD considers as well the provision for limited short‐term parking for residents and access for people with disabilities and deliveries and services.

Sesto Nord is an excellent example of an area whose life is inextricably linked with an important transport hub. This is a territory that is used daily by many people not only living here, but also coming from other areas. Thereby, it is an example of a transit territory where the interests of local residents and commuters collide. For this reason, in this work, we will also start from the principles of the TOD concept, rather than just from the theory of a 15-minute city, since we cannot exclude such an important function of this area as transit. We allow ourselves such a linkage due to the fact that these two concepts converge in their basic principles of territory planning, but it is their combination that will allow us to try to solve the conflicts and problems existing in the territory.

Fig. 5 - Characteristics of the TOD

https://twitter.com/itdp_hq/status/1029846488623534080

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Strategy no1 Efficient & Sustainable Mobility System The neighbourhood of Sesto North is a central traffic junction, which leads to high traffic volumes, especially on the main roads. As it is also the location of the railway station, the metro station and a bus hub, Sesto Nord is the connection point for commuters from the neighbouring provinces to Milan. The high volume of commuters means that a lot of public space is used for roads and car parking, which in turn leads to congested streets and overcrowded parking areas and a conflict between temporary users and the permanent population. The high volume of traffic at peak times restricts bus and bicycle traffic in particular, which leads to reduced use of alternative mobility means, and on the other hand makes the area unattractive for pedestrians and residents, as there is heavy air and noise pollution and a lack of attractive amenity areas in the public space. In order to create an environment that is less car-oriented but provides more space for pedestrians and alternative means of transport public space will be reused and made available for these purposes.

This will lead to a reduction of the high volume of traffic on the main traffic routes and a greater attractiveness of public transport and cycling as alternative means of transport.This will not only improve the quality of stay and the air quality for the permanent population, but also reduce stress for the temporary users, who can save time and money through a more efficiently designed infrastructure. In order to reach those goals the strategy proposes four main actions.

The first action concerns the relocation and reduction of parking lots in the streets. This will be achieved through the construction of a new parking garage on an abandoned plot in Via Monte Grappa/ Via Picardi, considering also the 650 underground parking lots included in the renovation plan of the railway station’s area. In addition to that measure, it is planned to introduce several car-sharing stations in the neighbourhood, in order to reduce traffic created through the use of the car as individual means of transport and the need for a high number of parking spaces created through this.

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Through the relocation of on-street parking lots onto the newly created parking garage, the need for parking spaces is ensured and the area formerly used for parking can now be used for the construction of alternative transport routes and as open space for residents.

The second main action is about the facilitation of bus transit. In order to achieve this, the strategy foresees constructing a new exclusive bus lane on Via Monte Grappa, which is going to use the space that will be made available through the relocation of the parking lots that are currently located on the street. This will provide the possibility to run bus traffic independently of car traffic, which will increase its speed and lead to greater efficiency.

The third action concentrates on the strengthening of the cycling infrastructure. It is planned to construct a new bike lane on Via Picardi and Via Podgora that will work as a connecting route from the transportation hub to the existing bike lane network. Apart from that, it is foreseen to reopen the existing bike station at the transportation hub that will create the possibility for users to park their bike in a structure that ensures safety and coverage of the bikes. And lastly, new bike-sharing points will be implemented in the neighbourhood in order to increase the supply of bikes that can be used when needed as an alternative to the car.

The fourth action foresees creating a safer and more attractive environment for pedestrians.

The realisation of this outcome will be fostered through the introduction of 30km/h zones in Via Picardi and Via Bellini in order to make those streets safer as they host several schools and social institutions. Furthermore, it is planned to improve the conditions of the pavement of the sidewalks and to ensure adequate lighting during the nighttime. The construction of a new pedestrian bridge over Via Fulcvio Testi will also provide a safer connection for pedestrians from Sesto North to Crocetta. Lastly, the introduction of the initiative „Piedibus“ will reduce car traffic in the peak times and show children the positive aspects of walking instead of being brought by car.

Fig. 6 - Bike Lane Viale Casiraghi

Fig. 7 - Bike Lane Via Montegrappa

Fig. 8 - Sesto 1o Maggio FS

Fig. 9 - Bike Lane at the Station

Fig. 10 - Via Montegrappa

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State ofofthe ArtArt MapMap State the Sport Facility Educational Institution Cycle Path Cultural Facility Heavy traffic volume Municipal Parking Lot Transportation Hub

Zoo

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Casir aghi

om In

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The Healthy Street Approach

Fig. 11 - Colored Street Crossing London

Fig. 12 - Narrowed Road London

The Healthy Streets Approach is a system of policies and strategies to put people, and their health, at the heart of decision making. This delivers a healthier, more inclusive city where people choose to walk, cycle and use public transport. It is a long term plan that aims to improve the conditions and in that way also the experiences of streets and to encourage people to be more active. The Healthy Streets Approach therefore focuses on creating streets that are pleasant, safe and attractive, where noise, air pollution, accessibility and lack of seating and shelter are not barriers that prevent people, particularly our most vulnerable people, from getting out and about. (Healthy Streets Explained London).

The Healthy Streets Approach London presents a comprehensive catalogue of measures and monitoring guidelines that served as inspiration for the development of the strategy. It offers the opportunity to bring the needs of people who use streets directly into the implementation process by proposing quick and cost-effective measures that can be easily implemented by planners and architects. The possibilities for optimisation and change are also great, as the solutions are flexible.

Therefore it served as case study and inspiration for the Strategy “Efficient & Sustainable Mobility System” as many parallels could be drawn with the current situation in Sesto Nord where the project aims to support a mobility change in the long term and in particular to strengthen the group of cyclists and pedestrians through its measures.

Especially for the starting phase of the implementation the proposed measures of the Healthy Street Approach London will be a helpful sample as they can be put into action quite easily and already initiate the change while the bigger construction works are undergoing.

Fig. 13 - Bike Sharing London

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PiediBus The Piedibus Initiative is like a walking bus, made up of a caravan of children who go to school in groups, accompanied by two adults, a “driver” in front and a “controller” who closes the line. Like a bus, the Piedibus departs from a bus stop and picks up passengers at the designated “stops” along the way at a set time. The initiative works in all weathers and all children are wearing reflective waistcoats. Along the way the children chat with their friends, learn useful facts about road safety and gain a little independence.Every Piedibus is different which means each one is adapted to the needs of children and parents.

(Piedibus.it) The PiediBus initiative serves as a case study and example measure for the project, as it is a simple way to make the way to school more environmentally friendly and inclusive.

Especially in Sesto, where the distances to be travelled are short but the traffic situation is quite dangerous for children, the introduction of the PiediBus offers great potential. In addition to reducing the traffic caused by parents driving their children to and from school, it also develops an awareness of the children’s environment and contributes positively to their health, as they are on the move every day in different weather conditions.

Fig. 14 - PiediBus Street Crossing

Fig. 15 - PiediBus Stop

Fig. 16 - PiediBus with Supervisors

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Strategy Map Strategy Map Relevant Services Existing Cycle Path New Bus Lane Requalification Area Station New Bike Lane Long Term Bike Lane Extension New Parking Lot New Metro Station New Overpass

Zo

Bike Station PiediBus Route 30

30 km/h Zone

Actors The Promoter 1. Sesto San Giovanni Municipality

1

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The Director 1. Sesto San Giovanni Municipality 2. Città Metropolitana di Milano The Ally 3. EU 4. Regione Lombardia 5. Ferrovie dello Stato Italiane 6. ATM 7. Autoguidovie 8. FIAB 9. Social Cooperative ONLUS CoopWork 10. PEBA Onlus 11. A.S.P.E.D. - Associazione Sestese persone disabili 12. ridemovi bikesharing 13. enjoy carsharing 14. Merchants via Montegrappa/ Via Picardi 24. Cinisello Balsamo Municipality The Opposer 15. Drivers 16. Milano Municipality 28

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Actions

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Theory of Change

PROBLEM

- Sesto Nord is a destination point for many commuters. This status results high traffic volumes, car-oriented environment and overcrowded parking areas; - Underdeveloped infrastructure for slow mobility and public transport;

INTERVENTION

OUTCOME

INDICATOR

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- Relocate and reduce parking lots on the streets; Facilitate bus transit and the use of public transport in general; -Strengthen the cycling infrastructure; - Create a safer and more attractive environment for pedestrians.

- Less car-oriented environment with space for pedestrians and alternative means of transport.

- Improved quality of stay for the permanent population; - Reduction in stress for the temporary users, who can save time and money through a more efficiently designed infrastructure.

- Congestion index; - Percentage of trips by private motorised/public transport; - Satisfaction with level of public transport services; - Percentage of safe walkways;

Beneficiaries The main beneficiaries and recipients of the interventions regarding the first strategy, Efficient and sustainable mobility, are the inhabitants of Sesto Nord, more in detail the ones living in neighbourhoods Rondinella, Baraggia and Rastellone, the so-called “permanent population”.

At the same time also the “temporary population” will benefit from the first strategy’s intervention.

The new bike lane will please both user groups since it will serve the mobility within the district but it will also be connected with external existing systems that connect nearby municipalities such as Cinisello Balsamo. In this regard, an example is a footbridge that will connect Viale Fratelli Casiraghi Nord with the Crocetta neighbourhood in Cinisello Balsamo that would be useful for for both Cinisello and Sesto’s citizens, in this case, particular beneficiaries could be Viale F.lli Casiraghi merchants that will see a greater influx of potential customers. Similar reasoning can

be made for traders in Via Picardi in which the cycle path will be inserted at the expense of some parking lots. The interventions of this strategy aim at comfort especially for the most vulnerable sections of the population whose road safety needs to be protected, such as children, the elderly and the disabled. The redevelopment of the bike station could benefit in particular the temporary population, students or workers who would arrive at the station from the train and the underground from other municipalities or districts of Sesto San Giovanni. Finally, the changes made along Via Monte Grappa could improve the comfort of residents since the road would be less occupied by parked cars. In this way the intervention could improve the viability of public transport and therefore the quality of travel of people from other municipalities who arrive at Sesto FS 1 Maggio by bus.

BENEFICIARIES Both permanent and temporal users. Slow mobility of residents will be more comfortable with exclusion of parking lots from the streets, but this intervention will also improve viability of public transport and therefore the quality of travel of those who arrive at Sesto FS 1 Maggio by bus.

- Car users in general, since this stra car-oriented model, - The municipality of Milan that may not lose earnings with the inclusion of a single ticket for buses and metro since ATM is a company of the municipality of Milan;

OPPOSERS

Actors The directors of the first project’s strategy are the Municipality of Sesto San Giovanni as well as the Città Metropolitana di Milano since the mobility’s implementation refers to a bigger system than the neighbourhood’s one. The promoter is always the Municipality of Sesto San Giovanni.

The allies are the European Union and Regione Lombardia, mainly regarding funding and programs; Ferrovie dello Stato Italiane, due to the relation between the strategy and the train station. It would be important to develop a collaboration between this actor and the Social Cooperative ONLUS Coopwork that could manage the bike station so as to work in synergy and offer the users of the train a guarded parking facility for their bicycles. Other allies are the public transport companies ATM and Autoguidovie that pass through Viale Monte

Grappa, since the route would be modified to facilitate them. The experts and consultants regarding the accessibility of sidewalks and public transport are PEBA Onlus and A.S.P.E.D. - Associazione Sestese persone disabili. Another ally is FIAB that could insert the new slow mobility itinerary in those already manned and promote events; ridemovi and enjoy are then important partners for the introduction of bike sharing and car sharing respectively (already present in Sesto San Giovanni but not in the area of intervention). Finally, other allies are the traders of Via Monte Grappa and Via Picardi.

The opponents could be drivers in general, since this strategy aims to fight the car-oriented model, but also the municipality of Milan that may lose earnings with the introduction of a single ticket for buses and metro since ATM is a company of the Municipality of Milan.

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Modification of the Parking Lots

The map on the bottom half of the page represents a section of the study area that is a neuralgic point for the implementation of the strategy due to the removal and relocation of parking spaces. A section is chosen that shows Via Monte Grappa, Via Podgora and Via Picardi, as these streets are the main implementation points of this measure.

It is shown in detail which parking spaces will be removed and which will remain. This makes it possible to understand how the construction of a new bus lane in Via Monte Grappa and the construction of a new cycle path in Via Podgora and Via Picardi will be spatially implemented.

The largest number of parking spaces will be removed in Via Monte Grappa to make room for the new bus lane. But also in Via Picardi as well as Via Podgora some parking spaces will be

3

via

removed to make room for the new cycle path.

The construction of a new parking garage on a vacant lot between Via Picardi and Via Monte Grappa will make up for the number of parking spaces removed from the streets.

The circles on the following page show the transformation of the street space. It is clear that the quality for road users can be significantly improved by the planned measures and that the focus can be shifted from a car-oriented city to a more inclusive city that also takes other forms of transport into account. In addition, the use of the roof of the new parking garage will create new open space for residents.

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Zoom In - Development of the new Transportation Infrastructure

Before

After

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Sections In these pages are represented three different interventions regarding mobility (reference in the previous page). In Viale Monte Grappa will be removed road parking on both sides of the street to make room for the priority lanes of buses; in Via Podgora will be removed a lane dedicated to parking to get space for the bike path, while in via Picardi parking lots will be removed on both sides, always replaced by the bike path and Existing

Viale Monte Grappa

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Via Podgora 2

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by a more comfortable space for pedestrians.

In the first column are represented schemes of the existing situation and in yellow are highlighted the elements that will undergo changes, as well as in the second column with the photos of the state of the art.

Finally, the third column is dedicated to a possible future image of the three routes analysed.

Proposed

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Implementation Timeline

A4: Create safer A3: Strengthening cycling environment for pedestrians infrastructure

A2: Facilitate bus transit

A1: Relocation and reduction of parking lots

TIME PERIODS

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short-term 0.1 - Engaging actors 0.2.1 - Start education of public about how transit service will improve their life

1.1 - Inventory of parking lots

0.2.2 - Address business community directly.

2.1 - Bus network analysis

medium-term

long-term

1.2 - Guiding parking policy

2.2 - Create dedicated bus lanes 2.3 - Optimize bus system

3.2 - Create dedicated bike lanes 3.3 - Optimize cycle network

4.2 - Sidewalks improvement; 4.3 - Guiding safer environment policy

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Economic Feasibility In these pages we tried to estimate the economic feasibility of the first strategy, focusing on the changes concerning the Sesto Nord mobility system. Have been considering the creation of a cycle path in via Picardi, the modifications in via Montegrappa with the addition of a preferential lane for buses and the removal of

Process Update the project in the three-year program of the municipality with a preliminary project (it’s already provided the extention of the bike lane and road safety interventions)

Design of preliminary project with the involvement of consultats

Sesto San Giovanni municipality

Ensure compatibility with the mobility plan

Costs

Possible total Cost

- Expert Consulting - Project’s Design - Renumeration for Expropriation - Building Materials - Firm for Works and Manpower - Maintenance

- Bikelane : 248.000 € * (1km) - Road Modification : 375.000 € ** (7500m2) - Parking : 8.000 € per parking space*** -Crocetta Footbridge : 1.9 million € ****

Funds The interventions concerning the mobility of Sesto Nord will be financed by public funds.

The three-year program of the municipality of Sesto San Giovanni already provides funds for the implementation of the “road transport infrastructure including cycle paths” with a total budget of € 3,218,850, updating the programming could use these funds. For the realization of the project it could also apply for the European Regional Development Funds (FESR). Another

opportunity could be the Recovery Fund, as sustainable mobility is one of the pillars of this plan.

The Sesto Nord interventions will then be linked to the pedestrian bridge project in the Crocetta district in Cinisello Balsamo which will strengthen the link between the two municipalities. For this latter project, € 1.9 million has already been allocated from the Piano Periferie of the Renzi government.

SESTO SAN GIOVANNI BUDGET FERS

PUBLIC FUNDS

RECOVERY FUND PIANO PERIFERIE

¹ SCHEDA A : PROGRAMMA TRIENNALE DELLE OPERE PUBBLICHE 2021 - 2022 - 2023, https://sestosangiovanni.trasparenza-valutazione-merito.it/web/trasparenza/ papca-g?p_p_id=jcitygovalbopubblicazioni_WAR_jcitygovalbiportlet&p_p_lifecycle=2&p_p_state=pop_up&p_p_mode=view&p_p_resource_id=downloadAllegato&p_p_ cacheability=cacheLevelPage&_jcitygovalbopubblicazioni_WAR_jcitygovalbiportlet_downloadSigned=true&_jcitygovalbopubblicazioni_WAR_jcitygovalbiportlet_id=2834168&_ jcitygovalbopubblicazioni_WAR_jcitygovalbiportlet_action=mostraDettaglio&_jcitygovalbopubblicazioni_WAR_jcitygovalbiportlet_fromAction=recuperaDettaglio SCHEMA ADOZIONE

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Proce con

some parking spaces that will be relocated in the triangular lot between via Picardi and via Monte Grappa.

We will try to understand a possible action procedure and some possible costs and gains, with the help of already completed projects or prototypes.

eed with expropriation or amicable ncession (for the triangular lot via Monte Grappa- via Picardi)

Proceed with the contract

Enjoy the new mobility system!

Periodic maintenance.

Executive phase

Revenues

Others

Economic - more use of public Transport > Ticket Payment - Parking Fees (gross annual income of approximately 2.400 € per parking space)

- Safer Streets - Possibility of a healthier Lifestyle - Better Air Quality

Possible Costs of similar Projects To get an idea of the possible costs of the first strategy, we referred to some projects and analyzes already developed. For the cycle path the reference is the prototype developed by Studio Theil, which includes various types of cycle paths, the relative costs per meter including everything (construction materials, labor, etc.). For the changes in via Monte Grappa the reference is The Estimate of the Works

Fig. 17 - Car park «Movicentro» in Cuneo http://www.roliassociati.it/fattibilita-economica-dei-parcheggi/#:~:text=Il%20solo%20costo%20di%20 costruzione,esigenze%20tecniche%20come%20quelle%20legate

and the investment hypothesis “Passante Nord” of the metropolitan city of Bologna.** For the construction of the parking lot in the triangular lot, we referred to the article “Economic feasibility of parking” by Roli associates - parking design. *** Finally, the costs and the project of the Crocetta pedestrian bridge have already been foreseen by the municipality of Cinisello Balsamo. ****

Fig. 18 - Footbridge between Crocetta and Sesto https://www.milanotoday.it/zone/cinisello-balsamo/progetto-ponte-ciclopedonale-fulvio-testi.html

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Strategy no2 Creation of Opportunities for Gathering & Community Building The strategy aims to reintegrate space that is currently occupied by cars into the public space network and in this way to increase the supply of gathering places and new open spaces. Through the reclaiming of parking lots, the attractiveness of the neighbourhood will be increased and a stronger identification with and awareness of one’s own neighbourhood will be created. Social exchange and cohesion are strengthened and diverse population groups are included in the use of the newly won gathering spaces. Furthermore, this will trigger a rethinking of the distribution of public spaces.In order to achieve this outcome, the strategy proposes two actions.

The first action is called „Travelling Tree Avenue“.

This initiative provides mobile greenery which can be moved throughout the neighbourhood in order to increase the presence of greenery on streets and to create new meeting points and places to linger. Therefore it is planned to introduce mobile wooden plant pots that can contain trees and other types of vegetation and work as a bench at the same time. The trees and plants will be maintained by a committee of volunteers who will take care of their well being and will also move them around the neighbourhood once a month. It is planned to organise a monthly manifestation to move the trees to their next location. Therefore certain streets will be closed for car traffic on these days. In this way inhabitants can experience the advantages of a greener living environment and a reduced traffic scenario. The focus for this action lies on narrow residential streets which show a lack of greenery in order to turn their neglected state into a new potential to create a more lively and attractive streetscape together with the inhabitants.

The second action is the introduction of Parklets and temporary new uses and functions on

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parking lots.

Parklets are small constructions executed in parking lots that can host functions desired by the inhabitants, for example, tables and benches as a room for exchange and recreation, small playgrounds for children or small urban gardens.

But they can also be used as an additional space for restaurants and cafes or as a parking space and electric charging station for bikes. It is planned to involve sponsors like gastronomy, associations and companies who will sponsor and maintain the construction in order to ensure its safety.

Furthermore, it is foreseen to involve educational and social institutions as well as inhabitants in the design and construction process. In this way there will be a higher frequency of underused areas in the neighbourhood due to the newly created attractiveness by the Parklets and a need-oriented development of public spaces is ensured.

Both actions are strongly supported by the actions reduction and relocation of parking lots and the introduction of car-sharing points from the first strategy of efficient and sustainable mobility because they enable the possibility of the reuse of space currently occupied by parked cars.

The project chose to use tactical urbanism actions to create new meeting places and street spaces, as this can achieve a strong result with little effort.

The temporary nature of the proposed actions offers great flexibility in execution and requires little financial outlay. Furthermore, the effort for the municipality is much lower, as the main responsibility lies with residents or sponsors who take care of the construction and maintenance of the parklets and walking trees. In addition, it is possible to test how certain actions work and are accepted in the neighbourhood and, if necessary, make changes to the proposed solutions.

Fig. 19 - Parking Lots in Viale Casiraghi

Fig. 20 - Parking Lots in Viale Casiraghi

Fig. 21 - Bike Lane in Viale Casiraghi

Fig. 22 - Closed Shop in Viale Casiraghi

Fig. 23 - Trees in the middel of the Bike Lane

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Stateofofthethe State Art Art Map Map Grocery Store Church Educational Institution Social Institution Cultural Institution Tree Line Existing Square

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hi asirag Viale C

Zoom In

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Parklets Parklets are public seating platforms that convert curbside parking spaces into vibrant community spaces. Also known as street seats or curbside seating, parklets are the product of a partnership between the city and local businesses, residents, or neighborhood associations.

Most parklets have a distinctive design that incorporates seating, greenery, and/or bike racks and accommodate unmet demand for public space on thriving neighborhood retail streets or commercial areas. (Urban Street Design Guide)

Fig. 24 - Restaurant Parklet

Fig. 25 - Parklet with Bike Stop

Fig. 26 - Parklet for Children

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Parklets are an initiative that is already in use in many cities and has established itself as an integral part of public space. Due to the prevailing car dominance, the project sees parklets as an adequate solution for the redistribution and upgrading of public space. They offer the possibility for the active involvement of residents and thus ensure a needs-oriented redesign of Sesto’s streets. In particular, the Parklet initiative of the German city of Stuttgart serves as an inspiration and case study for the project, as the establishment of Parklets has been included in the city’s regulations after a long test phase and thus anyone can apply for the establishment in the various city districts, which the project also envisages for the city of Sesto San Giovanni.

Travelling Tree Avenue The so-called Travelling Tree Avenue promotes a greener and thus more liveable city centre by transforming local trees into city streets for a few weeks. This is achieved with mobile trees on rolling boards. In a grand parade, the walking trees ceremoniously move from one location to the next. There they beautify the city and transform dreary streets into green oases for a short time. The action illustrates the upgrading and quality of public space that can be achieved through greening. It is maintained and financially supported by volunteers, residents, restaurants and businesses. It promotes civic engagement and the greening process. (Green City e.V.)

Fig. 27 - Travelling Trees as Gathering Space

The streets of Sesto North lack greenery and shade due to the high parking load. Air pollution from the high volume of traffic is also enormous.

The Travelling Tree Avenue initiative therefore serves as an inspiration for the project, as it can enhance residential streets in particular without any construction effort. Travelling trees create a new quality of life in the streets of Sesto Nord and support community building within the neighbourhood, as they can serve as a meeting point and call for community responsibility.

Fig. 28 - Travelling Tree Moving

Fig. 29 - Travelling Trees on the Sidewalk

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Strategy Map Strategy Map Relevant Educational / Social Service Relevant Commercial Service Potential Parking lot for temporal Activities Potential on street Parking lot for the Implementation of a Parklet Potential Square for temporal Activities Potential Street for the accomodation of the Travelling Tree Avenue

Actors The Promoter 16. Citizens’ Committee 17. Comitato Aiuole di Sesto San Giovanni The Director 16. Citizens’ Committee 17. Comitato Aiuole di Sesto San Giovanni The Ally 1. Sesto San Giovanni Municipality 3. EU 9. Social Cooperative ONLUS CoopWork 14. Merchants Via Montegrappe/ Via Picardi 18. Condomini Rifiuti Zero 19. Team dei 100 ODV 20. A su Sattu - Prodotti tipici Sardi 21. Circolo ARCI nuova Torretta 22. Bontà Più The Opposer 15. Drivers 23. Automobile Shops on Viale Casiraghi Nord

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Actions

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Theory of Change

PROBLEM

INTERVENTION

OUTCOME

INDICATOR

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- lack of qualitative recreational spaces. Most of the public space on the streets is used by cars for movement and parking.

- The fact that the parking lots mainly serve the commuters who are using Sesto Nord only as a transition point;

- launching “Travelling tree avenue” initiative as a testing programe for the street landscaping; - Introduction of Parklets and temporary new uses and functions on parking lots to reclaime public spaces;

- Increase supply of gathering places and new open spaces; - Social exchange is strengthened and diverse population groups are included in the use of the newly won gathering spaces; - Trigger rethinking of the distribution of public spaces;

- Citizen participation; - Satisfaction with new local public spaces; - Growth in attendance at local facilities with parklets; - Number of requests to extend the initiative to other streets/ for permanent landscaping

Beneficiaries

The second strategy aims to improve the comfort mainly of the permanent population of Sesto Nord, in fact removing some parking lots and turning them into meeting spaces or rest stops will help residents of all ages to fully enjoy the neighbourhood. Parklets can be frequented by

different age groups obviously according to time slots. In addition, the merchants of Via Fratelli Casiraghi Nord will benefit from the initiative being able to sponsor the parklets and thus increase their visibility.

BENEFICIARIE S The main beneficiary is the permanent population of Sesto Nord, in fact removing some parking lots and turning them into meeting spaces or rest stops will help residents of all ages to fully enjoy the neighbourhood. In addition, the merchants of Sesto Nord will benefit from the parklets by increasing their visibility.

Car owners in the neighborhood, since some of them will have to find other places to park their car than on the street in front of their building;

OPPOSERS

PARKLETS DESIGN

Actors The promoters of this strategy could be the Aiuole Committee of Sesto San Giovanni but also a new Committee of citizens of Sesto Nord (following the German model, collaboration in the creation of parklets could lead to the creation of the above); they are also directors.

One of the allies is the Municipality of Sesto San Giovanni since it will facilitate and give permission for the occupation of parking lots.

But in the following process it will be important to involve other associations and committees for the maintenance and promotion of the project as Team of 100 Odvs and Condomini Zero Rifiuti. Also in this strategy comes into play Social Cooperative ONLUS Coopwork for the maintenance of green (travelling trees) and for the promotion of events in parklets or in large parking lots such as those of Via Monte Grappa.

Also traders and restaurateurs will be involved such as A su Sattu, Circolo ARCI Nuova Torretta and Bontà Più.

bike parking

playground

FUNCTIONAL PARKLET

craft

FOR GATHERING lightning

street

FOR A SMALL BUSINESS greenery

enclosure

platform

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Zoom In - Possible Parklets in Viale Casiraghi

Before

After

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Possible Parklet Designs FOR GATHERING

FOR A SMAL

For Gathering

For a sma

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greenery

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FUNCTIONAL PARKLET

LL BUSINESS

all Business

Functional Parklet

bike parking

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enclosure

safer enclosure for kids activities

platform platform

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Implementation Timeline

A0: Travelling tree avenue initiative

TIME PERIODS

short-term 1.1.1 - Create Travelling tree committee

1.1.2 - Site scouting

1.1.3 - Neighborhood outreach 1.1.3 - Funding plan

1.2 - Creation of the application

1.3 - Design

A1: IIntroduce parklets as as a temporal use of parking lots

2.1 - Create Parklets committee

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2.1.2 - Site scouting

2.1.3 - Business-owners outreach 2.1.3 - Funding plan

2.2 - Creation of the application

2.3 - Design

medium-term

long-term

n development 1.4 - Technical development 1.5 - Create first green street

1.6 - Maintenance celebration!

n development 2.4 - Technical development 2.5 - Building your parklet

2.6 - Maintenance celebration!

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Economic Feasibility In these pages we tried to estimate the economic feasibility of the second strategy, focusing on the occupation of some parking lots as gathering spaces, both as parklets/ travelling tree avenues. Some already realized

Process Perform public outreach

Proposal selected

Comunity coalition Sponsor

Submit parklet proposal

Costs

Developement of parklet design

Possible total Cost

- Review and Permit Fees - Project’s Design - Building Materials - Maintenance (Cleaning, Watering the Plants, Renew the Permit yearly, Move the Trees of the Travelling Tree Avenue)

- Standard Parklets : from 12.400 € to 16.500 € - For two Parklets with the Travelling Tree Avenue: 1.300 €**

Funds Parklets in Sesto Nord, imagining a start from Viale Casiraghi Nord, can be promoted by a community coalition, such as a citizens’ committee in collaboration with existing committees like Comitato Aiuole Sesto San Giovanni and Condomini Zero Rifiuti, otherwise a sponsor can intervene. In the latter case, the sponsor could be a shop on the street such as the Nizar fruit and vegetable shop, but also a company that does not directly overlook the street but is interested in increasing its visibility. Everything will be coordinated and controlled by the Periferie of

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the Renzi government. municipality of Sesto San Giovanni, in particular by the technical office. A valid tool for raising the amount necessary for the construction of parklets can be fundraising using platforms such as gofoundme.com; another option is the voluntary work of the community. The project’s promoters are required to subscribe a form explaining the strategy for financing parklet design, permitting, construction, and ongoing maintenance as well as an estimated budget worksheet in the initial phase of the process.

COMMUNITY COALITION

VOLUNTARY WORK

or

FUNDRAISING

SPONSOR

PRIVATE FUND

projects have been taken as references for the design and maintenance process and the costs estimation, then we imagine the possible social and economic revenue of the interventions.

Pre-Installation inspection

Post-Installation inspection

Enjoy the Parklet!

Keep it clean, water the plants and renew the permit yearly.

Install parklets on-site

Revenues

Others

Economic - more Adventors and available Places for commercial Activities > more Revenues - Attraction of new Businesses

- more and safer Space for Pedestrians - Increase of Collaboration among Citizens - Community Building thanks to the Sharing of common Space

Possible Costs of similar Projects The Boston Parklets initiatives The Parklet Program presents an opportunity for the merchants, community organizations, business owners, and residents to take individual action in the development and beautification of the City’s public realm. The project follows the precursor of San Francisco, and provides a manual for the construction of parklets. The proposal for Sesto

Nord refers to these indications and costs* With the Wanderbaumallee initiative various trees and seating are used to bring green to the streets and to create neighborhood meeting points and places to linger. The model has been re-proposed for the city of Syracuse where the costs** we refer to for Sesto Nord are provided.

Fig. 30 - Logo of Boston Parklets Initiatives

Fig. 31 -Logo of Travelling Trees Avenue Initiatives

https://www.boston.gov/transportation/boston-parklets-program

http://www.wanderbaumallee-stuttgart.de

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Strategy no3 Increase of the recreational Vitality The lack of recreational space and cultural activities in the neighbourhood leads to an undermining of the sense of community because there is no place for people to socialise and exchange themselves. Missing centralities that could provide educational, social and cultural offers in the northern part of the neighbourhood and in Crocetta force the inhabitants to leave the area in order to access certain services which leads to less utilisation, liveliness and satisfaction with the place.

The aim of the strategy is to provide a strong recreational offer that could serve the needs of both the temporal and permanent population.

By implementing activities and services that are interesting for both groups the exchange and acceptance among them should be improved.

Furthermore, it is envisioned to implement a cultural offer that is able to attract people from outside the municipality to see Sesto Nord as a place worthy to visit and stop by instead of just a transitional infrastructure hub. The expected outcomes are to be achieved through four different actions.

The first action regards the introduction of the „Open Schools“ Initiative following the Milanese model „Scuole Aperte“. The initiative implements extracurricular activities in public schools after lecture time. The offer is accessible for all inhabitants and provides a wide range of different activities from sports to literature groups. The aim is to create new points of reference in terms of culture, education and sociality for the inhabitants of Sesto Nord. In order to ensure a variety of offers, it is planned to involve associations, companies and foundations that are already present in the neighbourhood that can host and manage the activities.

The second action is about the creation of a multifunctional transportation hub The aim is to integrate new functions into the transportation hub that are attractive for temporary users and the permanent population

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at the same time. For the Station of Sesto San Giovanni already exists a requalification plan as it is part of the transformation area Falck.

According to the plan, the station will work as a new connection element for Sesto Nord and the Area Falck and as a new commercial and service centre. The strategy is perfectly aligned with the requalification project. The strategy plans to ensure that certain elements will be included in the transformation which are a co-working space and a place for child-care while people are working or running errands.

The third action is the creation of new cultural centres and the activation of currently underused centralities. It is planned to construct a cultural Center in Sesto Nord on an urban transformation area in Via Pirandello which currently hosts a Carabinieri Facility. This newly created centrality will host a Library, a co-working space, a child care institution and retail space for rent, as those are all means currently missing in the territory. In this way, the new centre will work as a territorial activator attracting companies and associations and as a new reference point for inhabitants and temporal users which will foster the exchange among those two groups. Furthermore, The network of social services, which has come under pressure due to demographic developments, will be strengthened by this newly implemented center. A similar intervention is also foreseen for the Ex Copacabana Facility in Crocetta.

The fourth action foresees the promotion of open-air activities in order to activate already existing open and leisure spaces. It is planned to involve associations and sports clubs in hosting activities like an open-air cinema and weekly sports sessions in parks. The main aim is to create the possibility of social exchange for inhabitants accessible for different groups. Furthermore, also here territorial activation plays an important role as through those measures it is foreseen to increase the utilisation of existing parks and squares.

Fig. 32 - Market in Via Bellini

Fig. 33 - Viale Casiraghi near Campari Garden

Fig. 34 - Cinema Rondinella

Fig. 35 - Parco Viale Pasolini

Fig. 36 - Picardi Garden

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State Art Art Map Map Stateofofthethe Sport Facility Church Park Educational Institution Social Institution Cultural Facility

Ex Copacabana

Highly frequented street

Cinema Rondin

School Breda

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Carabinieri Baracks

GB Fitness

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Scuole Aperte

Fig. 37 - Children playing in the Courtyard

Fig. 38 - Creative extracurricular Activity

Fig. 39 - Extracurricular Activity Gardening

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An Open School is the founding principle of the community. A school is open when its children and their families have the opportunity to experience it beyond its walls and timetables; it is open when it becomes a point of reference for the activities that associations offer in a neighbourhood. To open the school is to give full meaning to the words Civic Education. An open school therefore is a school that becomes a point of reference for its students, families and all the citizens of the neighbourhood, a place for socialising, offering opportunities for knowledge, exchange and building new relationships, a school that networks resources and energy to continue to grow and a place where it is nice to be, not only during class time. (Scuole Aperte Milano) The concept of the open school serves as an inspiration for the project, as it is something that can be easily implemented due to the numerical presence of educational institutions in Sesto Nord. It is a sensible solution to the lack of cultural offerings and places to stay, especially for the young population, as it offers the possibility to use already existing structures and to bring local associations into the execution.

Furthermore, it represents an opportunity to strengthen the exchange between the permanent population and the temporary users.

Il Pertini Cinisello Balsamo Il Pertini, inaugurated on 21 September 2012, is home to the municipal library. It hosts 5,000 m² of space open to the public on four floors, 520 seats, a study room, three classrooms for workshops and courses, an auditorium and a meeting room. Both the Library and the Multimedia Centre were transferred to Pertini in September 2012. It is also home to the Centro di Documentazione Storica, the Culture Office and activities organised by the Municipality’s Youth Policy, which has a dedicated office called HubOut. It was built on the perimeter of the historic Cadorna school, whose façade has been preserved for historical purposes, and is intended to be the new square for the city, an opportunity for aggregation, meeting and exchange. It hosts courses, exhibitions and other cultural initiatives.

Il Pertini Media Library is highly appreciated and frequented by the residents of Cinisello Balsamo. The revival of the old school building, which enjoyed a high sentimental value among the population, has managed to transform a piece of the city’s history into a place that is used and loved by all generations.

Following the example of Il Pertini, the third strategy of the project focuses on creating a new cultural centre in the north of the Sesto Nord area. The example project in Cinisello Balsamo served as a source of inspiration in many ways, as it created a new hotspot for cultural, social and educational activities within the centre through attentive architectural development and the targeting of activities to different user groups, as also envisaged by the strategy Increase of the recreational Vitality.

Fig. 40 - Il Pertini Facility

Fig. 41 - Study Space

Fig. 42 - Library

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Strategy Map Strategy Map Relevant Existing Service Relevant Park School that hosts the “Scuole Aperte” programme

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Patron of outdoor Activities New multifunctional Center New centrality New Metro Station

Ex Copacabana

Actors The Promoter 1. Sesto San Giovanni Municipality The Director 2. Città Metropolitana di Milano The Ally 3. EU 4. Regione Lombardia 5. Ferrovie dello Stato Italiane 24. Cinisello Balsamo Municipality 25. Autonomous Institute of the Ministry of Cultural Heritage and Tourism 26. Istituto Comprensive Statel Anna Frank 27. Istituto Comprensivo Statale Breda 28. Parent Board School Anna Frank 29. Parents Board School Breda 30. La Consulta dello Sport 31. GEAS Ginnastica 32. GB Fitness 33. Music School DAMA 34. Gruppo Fotoamatori Sestesi 35. CGS Rondinella 36. Fuorischermo Cinema & Dintorni 37. csbno 38. LEM Associazione di Promozione Social The Opposer 39. Carabinieri 40. Parents of School Anna Frank 41. Parents of School Breda

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Cinema 35

36

41 24 26

30

31

29 34

School Breda

Carabinieri

38

39

37

Zoom In

GB Fitness

24

28 30

27 33

40

School Anna

Transportation Hub

5 40

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Actions

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Theory of Change

PROBLEM

INTERVENTION

OUTCOME

INDICATOR

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- The lack of recreational places and cultural activities in the neighbourhood leads to an undermined sense of community; - Missing centralities that could provide educational, social and cultural offers in the northern part of the neighbourhood force inhabitants to leave the area in order to access services which leads to unsatisfaction with the place.

- Introduce the „Open Schools“ Initiative following the Milanese model „Scuole Aperte“; - Add more functions to a transportation hub to diversify the demand in this centrality; - Create new cultural centralities; - Promote open-air activities in order to activate already existing open leisure spaces.

- Provision of a recreational facilities that serve the needs of both the temporal and permanent population.

- Cultural offer that is able to attract people from outside the municipality to see Sesto Nord as a place worthy to visit and stop by instead of using it just as a transitional infrastructure hub.

- Participation rate of youth and adults in activities in the last 6 month; - Citizen satisfaction (before/after) with cultural and recreational services; - Percentage of municipal budget allocated to cultural and leisure activities; - Number of visitors from other neighborhoods;

Beneficiaries The third strategy, as the first one, is aimed at the temporary and permanent population.

The development of new cultural centres, taking as an example the former Carabinieri barracks in the north of the project area that will host a library, a space for coworking and a kindergarten, will serve various categories of population: from students to the elderly, but also workers in remote mode (more and more present with the advent of the pandemic), which will be able to take their children with them and take advantage of the crèche service. The same is true for the station, perhaps even more oriented to increase comfort and ensure that the temporary population stops in Sesto Nord, by giving them the possibility to work quietly in the coworking spaces while they just got off

the train. The main beneficiaries of the Open School initiative, which will take place in the schools Breda and Anna Frank, will primarily be students benefiting from the new extracurricular activities, but also the rest of the population of the neighbourhood which will benefit from a wider cultural and recreational offer. The same applies to outdoor events, cinema lovers who also come from outside the municipality to go to the Cinema Rondinella will have a new space for open air cinema (Via Podgora park). This also benefits the associations CGS Rondinella and Fuori Schermo Cinema&dintorni that will be able to expand their offer; as well as the gym GB fitness and its users who can extend the courses in the park of Viale Pier Paolo Pasolini.

BENEFICIARIE S The beneficiaries are both the temporary and permanent population. The development of new cultural centres will serve various categories of population: from students to the elderly, but also workers in remote mode, which will be able to take their children with them and take advantage of the crèche service

Could be some parents of kids who attend the schools Breda and Anna Falk, who may not agree to open schools also to external people for a safety issue.

OPPOSERS

Actors The promoter of the third strategy is the Municipality of Sesto San Giovanni. The director is the Città Metropolitana di Milano since the project requires strong institutional support.

Then, always for this reason some of the allies are the European Union and Regione Lombardia that could provide funds (ex. European Structural Fund) but also the Italian ministries concerning the issue such as the Ministry of Education and the Autonomous Institute of the Ministry of Cultural Heritage and Tourism.

Going down in scale, with regard to the Open School initiative the main actors are Istituto Comprensivo Statale Anna Frank Istituto and Comprensivo Statale Breda, with their already existing parents Committees.

Other allies were identified that could carry on the recreational offer in schools such as GEAS Gymnastics (which already uses the gym of the Breda school) and with regard to the coordination

of sports activities within schools the Sports Council of Sesto San Giovanni. The music school DAMA and Gruppo Fotoamatori Sestesi can organize post-school cultural activities.

The new library in the former Carabineers barrack will be managed by the CSBNO like the other libraries in Northern Milan and by the Municipality that will be able to offer the kindergarten service. Also associations such as LEM Social Promotion Association can take care of promoting activities for social integration in these spaces.

Lastly for the participation in the railway station, an important ally will be the association MILANOSESTO that is already taking care of the renewal of the area.

Possible opposers of this third strategy could be some parents of children who attend the schools Breda and Anna Falk, who may not agree to open schools also to external people for a safety issue.

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New Centrality in Crocetta

After Newly created centrality with a lot of quality of stay and diverse offers. The open-air library, green seating areas and a bicycle parking area give the square a new character and offer opportunities for all generations.

Before

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Zoom In - New Library in the Carabinieri Baracks

Before

After

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Implementation Timeline

4: Promote open-air activities

3: Creation of new cultural centres

2: Creation of a multifunctional transportation hub

1: Introduction of „Open Schools“ initiative

TIME PERIODS

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short-term 1.1 - Negotiations 1.2 - Creating a structure 1.3 - Mobilizing schools

1.4 - Assembling local development team 1.5 - Mobilizing the

2.1 - Negotiations 2.2 - Do a research

2.3- Making changes in existing project

3.1 - Engaging main actors

3.2 - Design with community 3.4 - Design development

3.3 - Start fundraising

3.5 - Run temporal activities

4.1 - Engaging actors 4.2- Call for action invite!

4.3- Engaging sponsors for each 4.2- Schedule open-air activities event

medium-term

long-term

opening!

e community 1.6 - Selecting activities and publicizing workshops

1.7 - Maintenance and evaluation of the programme

2.4.1 - Run a promotion campaign 2.4.2 - Engage Milanese business comunity

2.5 - Open trial

2.6 - Evaluation 2.7 - Development according to user requests

3.6 - Technical development 3.7 - Create a community treasure

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Economic Feasibility In these pages we tried to estimate the economic feasibility of the third strategy, in particular regarding the introduction of Scuole Aperte in Sesto Nord, the creation of the library and cultural center and the implementation of the railway station. Initially we imagined a possible procedure for the realization of

Scuole Aperte Process Extending the Scuole Aperte project to the entire metropolitan city of Milan

Parents association Anna Frank and Breda schools

Promotion and implementation of extracurricular activities on closed days or in extra-school hours

Possible total Cost

Costs - Expert Consulting - Cultural Center Projects Design - Multifunctional Train Station Project Review - Possible Demolition of Parts of the Carabinieri Barracks and the Fence - Adaptation of Schools for extracurricular Activies - Building Materials - Firm for Works and Man Power - Staff for extracurricular Activities - Maintenance

- Scuole Aperte: 16.100 € per school *** - Library: > 9 Million € * - Train Station: 14.5 Million € **

Funds The interventions concerning the leisure and cultural activation of Sesto Nord will be mainly financed by public funds. The Estimated Budget 2021-2023 of the municipality of Sesto San Giovanni, provides a budget of 1,723,440.00 € (referred to 2022) dedicated to “Cultural activities and various interventions in the cultural sector”, which may cover part of the costs related to the construction of the library.

In addition, 5,828,180.00 € will be dedicated to

PUBLIC FUNDS

“Services auxiliary to education” (also referred to 2022), which will support the promotion of extracurricular activities in schools and the adaptation of buildings. Further support for these interventions comes from the FESR, as the Breda and Anne Frank schools already benefit from PON funds.

As for the multifunctional railway station, small changes will be made to the current project, managed by the company Milanosesto.

SESTO SAN GIOVANNI BUDGET FERS

PRIVATE FUNDS ² BILANCIO DI PREVISIONE 2021 -2023, file:///C:/Users/User/Downloads/BILANCIODIPREVISIONE2021-2023.pdf

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MILANOSESTO FUNDS

Scuole Aperte, since the process for the realization of the library would be similar to that of the second strategy, being public works. Finally, we listed possible costs and tried to understand the required budget by using similar projects as a reference, and we imagined possible revenues.

Everyone can enjoy the school even during extracurricular time!

Collaboration with the Scuole Aperte network 2.0 also through contributions and reports to the site and the newsletter

Revenues

Others

Economic - Payment for Extracurricular Activites - Commercial Activities inside/ near to the Cultural Center and the Train Station - Co Working Space Fees

- more active and safe District - Increase of the cultural/ recreational Offer - Possibility of Working comfartably by remote

Possible Costs of similar Projects The Scuole Aperte initiative of the municipality of Milan was one of our reference for this strategy, in particular the estimated costs refer to the Scuole Aperte Project 2.0* (2019-2020) which involved twenty schools providing a total of funding of 322,000 €. As a reference for the construction of the cultural centr and library we considered the total cost for the realization of IL PERTINI*, in Cinisello Balsamo, considering

similar context, volumetric (probably the Sesto Nord will be slightly smaller and will require less demolition work) and functions. At last, for the costs of the new railway station we refer to those already previewed from the project managed from Milanosesto, Hines and Prelios Group, designed

by Renzo Piano Building Workshop Studio and that it will be built by Cimolai Spa (completion of work scheduled for 2023). ***

Fig. 43 - Logo Scuole Aperte

Fig. 44 - Rendering Project Train Station

https://www.scuoleapertemilano.it/chi-siamo/il-logo-scuole-aperte/

https://www.ilsole24ore.com/art/cimolai-si-aggiudica-gara-la-nuova-stazione-sesto-san-giovanni-AEUN7rJ?refresh_ce=1

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How the three strate Construction of a new cycle path in the long term scenario

new ove connect Croetta San Gio

New multifunctional centrality

New metro station planned in the Municipality of Sesto's PGT

Construction of a new cycle path in the middle term scenario Construction of a new car park in the underused space to accommodate the removed parking spaces in Via Montegrappa and Via Picardi

Potential Street for the accomodation of the Travelling Tree Avenue

Area 30 km/k removal of parking spaces to allow more space for public mobility in Via Picardi

30 Relevant Park for the implementation of the outdoor cinema

Area 30 km/k

30 Cinema Rondinella

School that hosts the “Scuole Aperte” programme

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Addition of a new rout for the buses

Potential undeveloped square for temporal activities

Schoo “Scuo

egies work together New metro station planned in the Municipality of Sesto's PGT

erpass ting a to Sesto ovanni

te

Relevant Park for the implementation of the outdoor yoga

New multifunctional centrality

Potential on street Parking lot for the Implementation of a Parklet

GEAS Sinnastica

Area 30 km/k

Construction of a new cycle path in the long term scenario

30

School that hosts the “Scuole Aperte” programme

development of a new piedibus route to encourage kids to walk to school Potential Parking lot for temporal activities

ol that hosts the ole Aperte” programme

Potential Parking lot for temporal activities

removal of parking spaces to allow more space for public mobility in Via Montegrappa

Requalification of the Station Sesto 1° Maggio and the area in front of it New multifunctional centrality

Potential Parking lot for temporal activities Reactivation of the Bike Station

0

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100 m

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n by train (100Km/h) from Sesto Sa n Giov in 15 mi d e h c anni rea e stati c n a t on s Di

ce tan Dis

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by metro (70 Km/h) from Sesto 5 min San G 1 n i iova hed c a nni e r

sta tion

15 Minute Range of different Means of Transport This map illustrates that a 15-minute radius varies greatly depending on the method of travel used. This information can be taken for granted, but in addition to the neighbourhood scale, it was important for us to show which distances also fall within a 15-minute radius when public transport is included in the consideration. It can fundamentally expand the concept of the 15-minute city to include other scales, as certain things are not feasible at the neighbourhood level.

Especially in the case of Sesto since it is a commuting hotspot due to the presence of the transport hub. Therefore it cannot only be considered the neighbourhood scale and a 15 minute radius of walking distance because it would exclude a great amount of people in particular the temporary users that commute from and to Sesto everyday and therefore need to be included in the concept as well.

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Critical Comments & Conclusion Having reached the end of this analyticalmetaprojectual process, a few remarks on the “15 minute city” model are in order. First of all, once the time dimension (15 minutes) has been set, the space dimension changes according to the associated speed. So what is the true size of a city within 15 minutes?

In our area of analysis, the presence of the large transport infrastructure (the metro and train station Sesto I Maggio) makes us think a lot about it. Certainly 15 minutes depends a lot on which means of transport are used and by whom they are used. For a commuter, 15 minutes is the time it takes to go from Sesto to Monza, for a child it is the time it takes to walk to school, for an elderly person it is the time it takes for a morning walk around the neighbourhood.

This is to say that the means, in this model of city, count a lot. An efficient transport system is certainly one of the most important points, but it is not the only one, otherwise in a district like Sesto Nord, which is oriented towards individual transport, we would already be well on our way to implement the model.

A crucial point, in terms of size, is the issue of proximity. Proximity in the sense of closeness, yes, but also in the sense of openness and activity on the ground floor. The neighbourhood dimension is lived in the human scale in contact and interchange with the other. This is the profound reason that has led us to re-evaluate and reinvent new ways of living in the streets and car parks: to recreate that sense of intimacy and security that comes from being at home. Moreover, the proximity comfort emerged as a real necessity during the last years: the pandemic situation forced people to stay in their surroundings, sometimes it made us appreciate our territory, but at the same time the lack became more and more evident.

From here, the desire to provide a welcoming and inclusive neighborhood in relation to new needs (for example spaces in which to work remotely), and in relation to different categories of inhabitants.

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One of the many differences between a home and a neighbourhood is surely that in one you live with people you know (almost always) and in the other you live with strangers. As long as the opportunities to create community and exchange knowledge are not created, these two dimensions, at least on this point, will remain separate. If we want to build and rethink a neighbourhood from the point of view of this model of proximity, it is necessary to imagine places for community and exchange where people can live in harmony, exchanging knowledge and experience. This gave rise to the idea of imagining centres for aggregation and community, where culture and sociality can regain the space that has long been lacking in the neighbourhood.

On the one hand, therefore, this model seems to interpret quite well the needs and opportunities, sometimes hidden, in the dimension of a neighborhood, on the other hand, some elements must be kept in mind in order not to fall into a distant project that is definitely not usable. First, the accessibility of services, in terms of time and space, but also in terms of affordability. Secondly, the rootability of certain proposals: it is necessary to know the territory well and activate already existing realities before forcing new ones to have an effective impact on their actions. Thirdly, not least, the so-called ‘vocation’ of a neighbourhood for a certain type of activity rather than others.

A model should be treated as a guideline, an abstract spatial imagery to have in one’s head, but what counts is the adaptation of this to the place experienced, made up of real imperfections and contiguities.

In conclusion it can be said that although this model was taken as an a priori defined variable in the design process, its re-interpretation to the specific context allowed us to verify and recognise unexpressed potentials within the neighbourhood, the expression of which could be the beginning of an even deeper future design evolution.

Das war's Leute!

Danke für Ihre Aufmerksamkeit!

È tutto gente!

Grazie per l'attenzione!

Вот и все, ребята! Спасибо за внимание!

That’s all Folks! Thanks for your attention!

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Resources DOCUMENTS Città di Sesto San Giovanni (2019), Piano di Governo del Territorio City of San Francisco. (2020), SAN FRANCISCO PARKLET MANUAL. http://groundplaysf.org/wpcontent/uploads/San-Francisco-Parklet-Manual.pdf Città metropolitana di Milano (2019), Milano Metropolitana al Futuro - Piano Strategico del Territorio Metropolitano Aggiornamento 2019-2021 Dipartimento di Architettura e Studi Urbani - Politecnico di Milano (2019): Corvetto Chiaravalle Conoscenza per il cambiamento Dipartimento di Architettura e Studi Urbani - Politecnico di Milano (2019): Via Padova - Conoscenza per il cambiamento Dipartimento di Architettura e Studi Urbani - Politecnico di Milano (2019): Quartiere Adriano Conoscenza per il cambiamento DO IT ARCHITETTI ASSOCIATI. (2016). L PERTINI MEDIA-LIBRARY IN CINISELLO BALSAMO (MI), ITALY. ARKETIPO. https://www.comune.cinisello-balsamo.mi.it/IMG/pdf/ark84_pertini_ cinisello_balsamo_low2.pdf?26527/76c478371133a62ac41b9a3b86c869bbaa47d34e Green City e.V. (2015), Mehr Grün mit der Wanderbaumallee Tipps für eine erfolgreiche Umsetzung Gehl Institute (2018): Inclusive healthy places - A Guide to Inclusion & Health in Public Space: Learning Globally to Transform Locally, Robert Wood Johnson Foundation Holland, Ben; Rucks, Greg (2018), Cities designed to shape and enable new mobility - experimentation at the interface of urban design and mobility, Robert Wood Johnson Foundation IOP Conf. Series: Earth and Environmental Science 81 (2017): From “Comprehensive Transportation Hub” to “City New Sitting Room”---Overall the design about Jinan East district comprehensive transportation hub, IOP Publishing Mayor of London (2018), Mayor’s Transport Strategy, Greater London Authority Mayor of London (2018), Healthy Streets Explained, Greater London Authority National Association of City Transportation Officials (2013), Urban Street Design Guide, Island Press; Illustrated Edition Nordregio, TU Delft, ÖIR (2016), Transit-oriented development and sustainable urban planning Ofsevit, Ari; Carrigan, Aileen; Wallerce, Julia; Kodransky, Michael (2021), Everett-Boston BRT Implementation Playbook PUMS Piano Urbano della Mobilità sostenibile di Bologna metropolitana: Bologna ad altra velocità 86

Seattle Department of Transportation. (2016). PARKLET HANDBOOK. https:// wordpressstorageaccount.blob.core.windows.net/wp-media/wp-content/uploads/sites/770/2019/04/ Parklet_Handbook_DIN_2.pdf RIAI (2018), Creating places for people: the RIAI town and village tool kit US High Speed Rail Association, The Transit Oriented Development Institute, access 23.06.2021, http:// www.tod.org/home.html WEBSITES Associazione Nazionale Italiana Piedibus.it (2021), Piedibus.it, access 23.06.2021 from https://www. piedibus.it/cose-il-piedibus/ Basil S. Helfenstein,Basil S.; Wölki,Philipp; Lazarova, Kristin; Torres, Carol; Griebenow, Hanka; Glatz, Sven (2020), Parklets für Stuttgart, access 23.06.2021 from http://www.parklet-stuttgart.de Casa Schützenplatz e.V. (2019), Casa, Schützenplatz und öffentlicher Raum, access 23.06.2021 from https://schuetzenplatz.net Cavalli, Roberto, Il Pertini media-library in Cinisello Balsamo (MI), Italy - Do it Architetti Associati, access 23.06.2021 from https://www.comune.cinisello-balsamo.mi.it/IMG/pdf/ark84_pertini_cinisello_ balsamo_low2.pdf?26527/76c478371133a62ac41b9a3b86c869bbaa47d34e Cavestri, L. (2021, May 18). Cimolai si aggiudica la gara per la nuova stazione di Sesto San Giovanni. Il Sole 24 ORE. https://www.ilsole24ore.com/art/cimolai-si-aggiudica-gara-la-nuova-stazione-sesto-sangiovanni-AEUN7rJ?refresh_ce=1 Comune di Milano (2021), Scuole Aperte, access 23.06.2021 from https://www.scuoleapertemilano.it Costi di costruzione per piste ciclabili - Studio Theil. (n.d.). Studio Theil. Retrieved June 23, 2021, from http://www.theil.it/it/costi-di-costruzione-per-piste-ciclabili.html FATTIBILITÀ ECONOMICA DEI PARCHEGGI. (2018, February 4). Roli Associati. http://www. roliassociati.it/fattibilita-economica-dei-parcheggi/#:%7E:text=Il%20solo%20costo%20di%20 costruzione,esigenze%20tecniche%20come%20quelle%20legate Griebenow, Hanka; Martínez Zárate, Jesús Antonio; Wixler, Annika; Glatz, Sven (2021), Wanderbaum Allee Stuttgart, access 23.06.2021 from http://www.wanderbaumallee-stuttgart.de Green City e.V. (2018), Piazza Zenetti: Wenn Sharing Freiraum für nachbarschaftliche Qualitätsfreiräume schafft, access 23.06.2021 from https://www.greencity.de/projekt/piazza-zenetti/ Il Pertini. (2012, September 22). costruttoridifuturo. https://costruttoridifuturo.com/2012/09/22/ilpertini/#:%7E:text=Una%20spesa%20complessiva%20di%209,associazione%20Temporanea%20di%20 Imprese MITMACHEN UND UNTERSTÜTZEN. (n.d.). Wanderbaumallee-Stuttgart. http://www. wanderbaumallee-stuttgart.de/unterstuetzen/

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List of Figures Cover picture - Author Group 3 Fig. 1 - 4 - Author Group 3 Fig. 5 - https://twitter.com/itdp_hq/status/1029846488623534080 Fig. 6 - 10 - Author Group 3 Fig. 11 - https://www.dezeen.com/2020/08/07/camille-walala-unveils-les-jumeaux-street-artwork-incolourful-new-london-fabulous-style/ Fig. 12 - https://tfl-newsroom.prgloo.com/news/tfl-press-release-new-research-shows-getting-morepeople-walking-and-cycling-could-help-save-our-high-streets Fig. 13 - https://twitter.com/tfl/status/1050768999376666624 Fig. 14 - https://citymilanonews.com/e-partita-la-sperimentazione-del-piedibus-per-la-scuola-bissolati/ Fig. 15 - https://www.grossetonotizie.com/piedibus-studenti-scuole-comune-grosseto/ Fig. 16 - https://www.gazzettadalba.it/2021/04/alba-riparte-il-piedibus/ Fig. 17 - http://www.roliassociati.it/fattibilita-economica-dei-parcheggi/#:~:text=Il%20solo%20 costo%20di%20costruzione,esigenze%20tecniche%20come%20quelle%20legate Fig. 18 - https://www.milanotoday.it/zone/cinisello-balsamo/progetto-ponte-ciclopedonale-fulvio-testi. html Fig. 19 - 23 - Author Group 3 Fig. 24 - https://suffolktimes.timesreview.com/2021/03/survey-says-public-wants-parklets-to-return-ingreenport-this-summer/ Fig. 25 - https://www.islington.media/resources/parklet3 Fig. 26 - http://insightfound.net/fatkin-patrick-mcevoy-and-parti-create-city-parklets-in-centrallondon/ Fig. 27 - http://www.wanderbaumallee-stuttgart.de Fig. 28 - https://www.greencity.de/projekt/wanderbaumallee/ Fig. 29 - https://www.greencity.de/projekt/wanderbaumallee/ Fig. 30 - https://www.boston.gov/transportation/boston-parklets-program Fig. 31 - http://www.wanderbaumallee-stuttgart.de Fig. 32 - 36 - Author Group 3 Fig. 37 - https://robertaosculati.it/2019/03/22/anche-a-scuola-cortili-piu-curati/ Fig. 38 - https://www.gildavenezia.it/scuola-aperta-tutta-lestate-ecco-il-piano-del-ministro-bianchi/ Fig. 39 - https://milano.repubblica.it/cronaca/2016/01/19/news/basta_con_l_inglese_orto_cucina_e_ danza_divenano_materie-131551355/

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Fig. 40 - https://notizie.tiscali.it/regioni/lombardia/articoli/Il-Pertini-la-piazza-dei-saperi-di-CiniselloBalsamo/ Fig. 41 - https://www.harmonieproject.it/portfolio-items/biblioteca-civica-di-cinisello-balsamo-ilpertini-mi/ Fig. 42 - https://www.harmonieproject.it/portfolio-items/biblioteca-civica-di-cinisello-balsamo-ilpertini-mi/

Fig. 43 - https://www.scuoleapertemilano.it/chi-siamo/il-logo-scuole-aperte/ Fig. 44 - https://www.ilsole24ore.com/art/cimolai-si-aggiudica-gara-la-nuova-stazione-sesto-sangiovanni-AEUN7rJ?refresh_ce=1

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Appendix

L VE LE L NA IO T NA A-

SU

SU PR

Actors Chart

L EVE LL A C -LO A PR 6

10

8

7

15 14

L

4

13 24

5 EL EV L AL OC

3

12

11

2

3

15

9 24 1

31

EFFICIENT AND SUSTANIBLE MOBILITY

19

25

1 32 26

9 GATHERING & COMMUNITY BUILDING

18

RECREATIONAL VITALITY

37

27 34

15 1 23

28 17

22 21

29 16

30

20

39

24 35 5

36 38

40 2 41

42

3

90

4 33

List of Actors 40. Parents school Anna Frank 41. Parents school Breda 43. MILANOSESTO

1. Sesto San Giovanni municipality 2. Città Metropolitana di Milano 3. EU 4. Regione Lombardia 5. Ferrovie dello Stato Italiane 24. Cinisello Balsamo municipality 6. ATM 7. Autoguidovie 8. FIAB 9. Social Cooperative ONLUS CoopWork 10. PEBA Onlus 11. A.S.PE.D. - Associazione Sestese persone disabili 12. ridemovi - bikesharing 13. enjoy - carsharing 14. Merchants via Monte Grappa/ via Picardi 15. Drivers 16. Citizens’ Commettee 17. Comitato Aiuole di Sesto San Giovanni 19. Team dei 100 ODV 20. A su Sattu - Prodotti Tipici Sardi 21. Circolo ARCI nuova Torretta 22. Bontà Più 23. Automobile shops on Viale Casiraghi Nord 24. Cinisello Balsamo municipality 25. Autonomous Institute of the Ministry of Cultural Heritage 26. Istituto Comprensivo Statale Anna Frank 27. Istituto Comprensivo Statale Breda 28. Parent board school Anna Frank 29. Parent board school Breda 30. La Consulta dello Sport 31. GEAS Ginnastica 33. Music School DAMA 34. Gruppo Fotoamatori Sestesi 35. CGS Rondinella 36. Fuorischermo Cinema&Dintorni 37. csbno 38. LEM Associazione di Promozione Sociale 39. Carabiniers

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Appendix 8_Reference Framework for Sustainable Cities

Evaluation of the Project with the RFSC Tool

92

· ¸¹ º»¼ ORHOOD PL ANS FOR T HE 15-MIN CI T Y

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94

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98

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