The literature highlights the importance of vegetation to enhance the ecological and visual qualities of streets and paths; however, when studies specifically focus on rural greenways they do not consider users’ assessments of the planting design. This exploratory study aims to contribute to this issue. It is hypothesized that planting combinations characterized by greater variety and aesthetic flow may be more preferred and restorative. To this end, four virtual scenarios simulating bikers moving along a greenway at 25 km/h were created to find out the following: first, what kind of planting combination is the most preferred, and second, which planting combination is perceived as the most restorative by bicycle riders. To assess the experience, subjects were administered a questionnaire made up of: (i) the Perceived Restorativeness Scale-11 with additional items to assess compatibility, familiarity, and preference; (ii) a list of physical and aesthetic attributes; and (iii) information on bicycle use. The results show that participants’ preferences were affected by the perception of the scenario’s restorative value, which was not given exclusively by the degree of naturalness, but by the opportunity the greenway offered to engage in social/physical activities. This study shows that preference and restorativeness are not a “simple” matter of quantity of vegetation, but of quality instead, i.e., planting variety. Designers have to consider that the restorative value of greenways is related to the opportunities they offer to engage in physical/social activities.

Land take is a process of land-use change in which the agricultural and natural land is taken by residential, industrial, infrastructure and other developments. This change causes the loss of a non-renewable resource, such as the agricultural/natural soil, and the relative natural, cultural and landscape resources. The growing awareness about the loss of ecosystem services related to land take led developed countries to try to reduce the quantity of land taken with new laws and regulations. The European Union has set the goal of zero land take by 2050. It is not only a problem of limiting and slowing down the phenomenon, but it is always clearer that the quality of the land taken has to be assessed and adequately considered during the land-use planning process. In fact, in some cases like in the Lombardy Region, the law focuses not only on reducing the amount of land take, but also on limiting the loss of land with high qualities, requiring municipalities to assess the productive, naturalistic and landscape qualities of the territory. In this paper, the authors develop, using the geographical information system technology, a methodology to define and calculate a composite land quality index (LQI). The methodology has been applied to a case study in the Lombardy region and has allowed to assess the quality of the territory in a rigorous and transparent way using available official data. In order to take into account the relative importance that stakeholders and land-use planners can give to the different components of LQI, analytic hierarchy process has been performed ad 4 different scenarios have been developed. LQI can support the land-use planning process in an ex-ante evaluation of different transformations hypotheses and in the definition of quality-based quantitative thresholds and monitoring of their trend over the time.

Since tourism involves the movement of people, mobility and tourism are deeply interconnected, with mutual growth dynamics but also shared negative effects, such as greenhouse gas emissions. Among the wide spectrum of policies and strategies for making tourism sustainable, soft mobility has gained increasing importance, becoming more and more a widespread form of active tourism, especially after the COVID-19 pandemic. A sustainable approach, aimed at maintaining a balance between economic development and environmental protection, requires greater promotion of soft mobility and integration with rail transport. To make active tourism truly sustainable, the support of the railway network, a low-emission collective transport system, is needed, allowing people to reach destinations and move between destinations, taking advantage of intermodality. This needs the improvement of the connection between the two transport systems, the creation of services for visitors, and the organization of an appropriate railway service. Within this framework, the present work defines a methodology that, starting from the analysis of the relationships between railway stations, the soft mobility network, and attractions in the surrounding territory, allows us to identify stations that could serve as intermodal hubs for connecting local resources through soft mobility, according to a priority scale defined by the Soft Mobility HUB (SMH) Index. The methodology, applied to Italian railway stations, is based on the use of GIS (Geographic Information System) and AHP (Analytic Hierarchy Process), allowing a rigorous, transparent, and participatory approach. The proposed model, which is replicable in other contexts, has been effective in identifying, in different scenarios, the stations most suitable for becoming hubs for soft mobility. It can serve as a support tool for decision-makers to maximize investments by focusing on stations capable to provide the greatest contribution to the development of active and diversified tourism.

A community garden (CG) can generally be defined as a piece of land gardened collectively by a group of people that grow their produce on shared lots that have been divided into smaller plots. Some gardens are grown collectively, are divided into different plots for individual and family use; CGs are usually located in urban or peri-urban areas. As a growing portion of the urban open space network, CGs are contributing to land preservation, access to open space, and sustainable re-use of vacant land. They promote healthy communities and provide food security for many. In this context, the object of the study are the municipal community gardens (MCGs), a specific typology of CGs provided for land-use planning legislation and practice as an urban service with social function, made available to the community by the municipalities and assigned to be cultivated to citizens (usually seniors/retired people). In particular, the study aimed: i) to evaluate the presence of MCGs in the città metropolitana di Milano (the former province of Milano); and ii) to define criteria for new MCGs settlement, using existing geo-database and geographical information system to make it replicable in other settings. For the first topic the 133 municipalities of the former province of Milano (excluded the city of Milano) were analysed. Only 59 municipalities had presence of MCGs. The average area per capita of MCGs is 0.68 sq.m/inhab. (if we exclude Rodano, an outlier with 35 sq.m/inhab.). An overlay with land use map has permitted to define the relationships between the MCGs and their surrounding territory. The major part of MCGs are included in urban or suburban areas. For the second goal, the land area to be allocated for new MCGs was assessed for each municipality, comparing area of existing MCGs and a minimum required area (calculated on the basis of the inhabitants number). Finally a method was proposed to locate the new MCGs areas. Criteria used to identify suitable areas for new MCGs were: proximity to the road network inside residential areas, suitable land use, not high land capability. In this way it has been defined for each municipality the number of MCGs to be realized and their area, and located the potentially suitable sites. Choosing between the identified suitable areas, the new MCGs were homogeneously located on the territory of each municipality in order to ensure adequate coverage of residential areas; the degree of coverage has been verified through a service area analysis. The proposed method seems to be useful for the MCGs settlement at metropolitan/provincial level.